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\chapter{30}{Universal Access}
\label{volume:integration:chapter:universal-access}
% @ guide/30-universal_access/universal-access.src: lines 1-1: code points 1-26

\section{1}{Introduction}
\label{volume:integration:chapter:universal-access:section:introduction}
% @ guide/30-universal_access/301-introduction.src: lines 1-101: code points 1-49

\quotation{Some do not walk at all; others walk in the highways; a few walk across lots.}{Henry David Thoreau, author and naturalist, 1817-1862}
% @ guide/30-universal_access/301-introduction.src: lines 3-4: code points 1-55

The rapid spread of Bus Rapid Transit (BRT) presents a historic opportunity to create models of accessible public transport for customers with disabilities. These benefits also extend to a wide range of typically underserved patrons, including the elderly, women, and children. Accessible BRT systems can move the more than 130 countries that have ratified the United Nations Convention on the Rights of Persons with Disabilities closer to their goals.\par
% @ guide/30-universal_access/301-introduction.src: lines 6-10: code points 1-35

This chapter begins with a discussion of how universal design benefits all users and how to include the disabled community in the planning and design process. The main portion covers accessibility within stations and terminals, station-vehicle interface, and vehicle access. It discusses accessibility of the infrastructure surrounding the station, although this is covered in more detail in Chapter 29: Pedestrian Integration. This chapter also describes driver and staff training, as well as customer communication. Finally, there is a BRT accessibility checklist and references.\par
% @ guide/30-universal_access/301-introduction.src: lines 12-17: code points 1-63

\subsection{1}{Who Benefits from Universal Access?}
\label{volume:integration:chapter:universal-access:section:introduction:subSection:who-benefits-from-universal-access}
% @ guide/30-universal_access/301-introduction.src: lines 19-61: code points 1-51

Most customers benefit from inclusive features on and around BRT systems. For example, everyone benefits from good sidewalks leading to BRT stations, a narrow platform-to-vehicle gap, nonskid floors, plentiful handholds on BRT vehicles, audio and text signage in stations and on vehicles, and drivers trained to avoid sudden starts and stops. However, for customers with special needs, inclusive design often makes the difference between being able to use the system or not. Such customers include:\par
% @ guide/30-universal_access/301-introduction.src: lines 21-25: code points 1-83

\begin{itemize}
\item Customers with permanent or temporary physical disabilities, including those who use canes, crutches, or wheelchairs, and those with hidden disabilities such as arthritis or a heart condition. Most frail elderly persons will fit into this category;% @ guide/30-universal_access/301-introduction.src: lines 27-29: code points 1-44
\end{itemize}
% @ guide/30-universal_access/301-introduction.src: lines 27-29: code points 1-44

\begin{itemize}
\item Customers with sensory disabilities, such as blind persons, those with reduced vision, and persons who are deaf or hard-of-hearing;% @ guide/30-universal_access/301-introduction.src: lines 31-32: code points 1-32
\end{itemize}
% @ guide/30-universal_access/301-introduction.src: lines 31-32: code points 1-32

\begin{itemize}
\item Customers with temporary or permanent cognitive challenges, such as first-time BRT users, people who do not speak the language, the illiterate, and tourists;% @ guide/30-universal_access/301-introduction.src: lines 34-35: code points 1-60
\end{itemize}
% @ guide/30-universal_access/301-introduction.src: lines 34-35: code points 1-60

\begin{itemize}
\item Children and young customers, who may need more orientation than other customers, or benefit from design features for short persons;% @ guide/30-universal_access/301-introduction.src: lines 37-38: code points 1-34
\end{itemize}
% @ guide/30-universal_access/301-introduction.src: lines 37-38: code points 1-34

\begin{itemize}
\item Customers with children, or pregnant women;% @ guide/30-universal_access/301-introduction.src: lines 40-40: code points 1-49
\end{itemize}
% @ guide/30-universal_access/301-introduction.src: lines 40-40: code points 1-49

\begin{itemize}
\item Customers travelling with packages and luggage.% @ guide/30-universal_access/301-introduction.src: lines 42-42: code points 1-53
\end{itemize}
% @ guide/30-universal_access/301-introduction.src: lines 42-42: code points 1-53

The number of people who benefit from universal design is growing. According to United Nations data, existing BRT systems must incorporate an average of over 40 percent more older persons into their service areas during the next twenty years.\par
% @ guide/30-universal_access/301-introduction.src: lines 44-46: code points 1-35

\subsubsection{1}{Not Just Wheelchairs}
\label{volume:integration:chapter:universal-access:section:introduction:subSection:who-benefits-from-universal-access:subSubSection:not-just-wheelchairs}
% @ guide/30-universal_access/301-introduction.src: lines 48-61: code points 1-51

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/c6c7da4b60b40e2da4acf4ff1e76acb52f45336f.jpeg}
		\fignote{1}{Accessibility measures help families with strollers.\label{chapter:universal-access:figure:accessibility-measures-help-families-with-strollers}}{Carlosfelipe Pardo.}
	}
\fi

Because wheelchair users are especially identifiable, they have become surrogates for other categories of beneficiaries of universal design. This contributes to the general practice of saying a vehicle “is accessible” or “is not accessible” solely based on the ability of customers using wheelchairs to get on the vehicle. Yet, for every wheelchair user, there are up to four persons using canes, crutches, or other mobility aids, and the percentage of persons with disabilities with sensory and cognitive disabilities is greater than the percentage with mobility impairments.\par
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\ifxetex
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		\img{\hsize}{integration/assets/3a32a688070c61145abcc88539e3521cd13a7f71.jpeg}
		\fignote{2}{Travelling with a stroller presents some of the same accessibility issues as for those in wheelchairs.\label{chapter:universal-access:figure:travelling-with-a-stroller-presents-some-of-the-same-accessibility-issues-as-for-those-in-wheelchairs}}{Carlosfelipe Pardo.}
	}
\fi

\subsection{2}{Where are the Special Needs Customers?}
\label{volume:integration:chapter:universal-access:section:introduction:subSection:where-are-the-special-needs-customers}
% @ guide/30-universal_access/301-introduction.src: lines 63-75: code points 1-79

Trips by the disabled tend to parallel travel patterns of all other customers. The assumption that they are concentrated in select areas is seldom correct in regions with accessible public transport systems and a culture of independent living. The maps below illustrate the experience of San Francisco, California, USA.\par
% @ guide/30-universal_access/301-introduction.src: lines 65-68: code points 1-4

\ifxetex
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		\img{\hsize}{integration/assets/8690fb5df3fd98b9a6b304659d938cf9d47f7229.jpeg}
		\fignote{3}{The map on the left shows public transport use by people in wheelchairs. These maps show that people in wheelchairs have similar travel patterns to the general public.\label{chapter:universal-access:figure:the-map-on-the-left-shows-public-transport-use-by-people-in-wheelchairs-these-maps-show-that-people-in-wheelchairs-have-similar-travel-patterns-to-the-general-public}}{San Francisco Municipal Transportation Agency.}
	}
\fi

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/3c5541ac5645e019d1931286f9ef79cc88cd9174.jpeg}
		\fignote{4}{Locates hotels (dots) and restaurants (heat map). These maps show that people in wheelchairs have similar travel patterns to the general public.\label{chapter:universal-access:figure:locates-hotels-dots-and-restaurants-heat-map-these-maps-show-that-people-in-wheelchairs-have-similar-travel-patterns-to-the-general-public}}{Hipmunk, Inc.}
	}
\fi

\subsection{3}{Can Public Transport Accommodate the Disabled?}
\label{volume:integration:chapter:universal-access:section:introduction:subSection:can-public-transport-accommodate-the-disabled}
% @ guide/30-universal_access/301-introduction.src: lines 77-89: code points 1-71

Public transport systems, including BRT, can and do play a role in accommodating the disabled.\par
% @ guide/30-universal_access/301-introduction.src: lines 79-79: code points 1-94

\begin{itemize}
\item Curitiba provides 21,000 daily trips for registered disabled persons (slightly under 1 percent of all trips). Of this number, about 1,000 individual wheelchair users ride the system daily, implying in excess of 500,000 one-way trips per year, forming part of 8 million annual trips by all registered disabled persons and their attendants. This number does not include unregistered users.% @ guide/30-universal_access/301-introduction.src: lines 81-85: code points 1-0
\item San Francisco, California, provides 180,000 to 200,000 trips by wheelchair users per year system-wide, or approximately 200 trips per year per vehicle in peak hour service.% @ guide/30-universal_access/301-introduction.src: lines 85-86: code points 1-69
\end{itemize}
% @ guide/30-universal_access/301-introduction.src: lines 81-86: code points 1-69

Crafting a BRT system accessible to all, from those with hidden disabilities to those in wheelchairs, benefits everyone and remains the goal of a just and equitable society.\par
% @ guide/30-universal_access/301-introduction.src: lines 88-89: code points 1-71

\subsection{4}{Islands of Accessibility}
\label{volume:integration:chapter:universal-access:section:introduction:subSection:islands-of-accessibility}
% @ guide/30-universal_access/301-introduction.src: lines 91-101: code points 1-49

A full-featured BRT corridor may begin its life as an island of accessibility in a sea of inaccessibility. Streets with no sidewalks, sidewalks with no ramps, sidewalks in disrepair, noncontiguous sidewalks, vehicles parked in the road and on the sidewalk, sidewalks jammed with vendors, shops, and garbage, and drivers who do not yield to pedestrians all limit access to public transport. Accessible BRT counters this. It can stimulate a growing network of accessible streets and sidewalks reaching far beyond the actual BRT.\par
% @ guide/30-universal_access/301-introduction.src: lines 93-98: code points 1-11

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/926424380677f4041f761630f6a1cfaac5618f02.jpeg}
		\fignote{5}{Level surface at a bus terminal in the Bronx, New York City. Lack of curbs increases accessibility for all.\label{chapter:universal-access:figure:level-surface-at-a-bus-terminal-in-the-bronx-new-york-city-lack-of-curbs-increases-accessibility-for-all}}{Michael King.}
	}
\fi

\section{2}{Consultation with Customers with Special Needs}
\label{volume:integration:chapter:universal-access:section:consultation-with-customers-with-special-needs}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 1-54: code points 1-9

\quotation{The ability to focus on BRT characteristics unique to communities or system users during the design phase of the project allows early solutions and reduces the potential for expensive fixes during the construction phases of the project . . . By taking into consideration user-safety, comfort, and accessibility right from the start, public transport agencies can move forward more quickly and avoid the pitfalls and expensive cost of retrofitting.}{Project ACTION (2009, p. 11)}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 3-4: code points 1-30

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/fe3bcf88c5af88be1a86dcd8aa6e4ac58f4234c5.jpeg}
		\fignote{6}{The South African Department of Transport brought together a group of disability NGO leaders and accessible public transport experts from around the country for a one-day workshop to learn more about public transport access.\label{chapter:universal-access:figure:the-south-african-department-of-transport-brought-together-a-group-of-disability-ngo-leaders-and-accessible-public-transport-experts-from-around-the-country-for-a-one-day-workshop-to-learn-more-about-public-transport-access}}{South African DOT.}
	}
\fi

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/f8d92a8532de8ecfa66a16eb5ba7e9d5d9f9fff0.jpeg}
		\fignote{7}{Mexico City’s Metrobús invites disabled advisers to inspect stations during construction, in this case an access ramp.\label{chapter:universal-access:figure:mexico-citys-metrobs-invites-disabled-advisers-to-inspect-stations-during-construction-in-this-case-an-access-ramp}}{Secretaría de Obras y Servicios de México, DF,}
	}
\fi

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/8ac5576de3fc0dc7e59c9f30b42806df1089ce68.jpeg}
		\fignote{8}{Workshop participants on a “wheelchair tour” of walkway conditions in San Antonio, Texas, USA.\label{chapter:universal-access:figure:workshop-participants-on-a-wheelchair-tour-of-walkway-conditions-in-san-antonio-texas-usa}}{Michael Ronkin.}
	}
\fi

It is imperative to consult customers with special needs during the planning and design stages of a BRT system. They can field-test certain aspects such as level boarding and station orientation before the crush of opening day. Too often, the opening day of a BRT system has been accompanied by media coverage of persons with disabilities stating that various access features are either inferior or lacking altogether. Including them in the planning and design process can mitigate this outcome.\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 17-21: code points 1-76

Recommended consultations include:\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 23-24: code points 1-0

\begin{enumerate}
\item {Contact established disability NGOs:\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 24-25: code points 10-0

\begin{itemize}
\item Share the positive features of BRT design;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 25-26: code points 1-0
\item Seek input on ways to enhance universal access features.% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 26-26: code points 1-62
\end{itemize}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 25-26: code points 1-62

}
\item {Convene short-term focus groups to enhance universal access features. during the planning and design stages o\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 27-29: code points 10-0

\begin{itemize}
\item Composed of six to twelve people with different types of physical, sensory, and cognitive impairments, including frail seniors;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 29-31: code points 1-0
\item Identify travel barriers;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 31-32: code points 1-0
\item Prioritize access features;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 32-33: code points 1-0
\item Field-test access features, or mock-ups thereof;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 33-34: code points 1-0
\item Focus on trunk-line \emphasis{and} feeder-line issues.% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 34-34: code points 1-51
\end{itemize}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 29-34: code points 1-51

}
\item {Schedule construction tours:\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 35-36: code points 10-0

\begin{itemize}
\item Identify overlooked elements.% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 36-36: code points 1-36
\end{itemize}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 36-36: code points 1-36

}
\item {Tour other BRT systems:\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 37-38: code points 10-0

\begin{itemize}
\item Identify transferable elements.% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 38-38: code points 1-37
\end{itemize}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 38-38: code points 1-37

}
\item {Establish ongoing advisory committee:\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 39-40: code points 10-0

\begin{itemize}
\item Approximately fifteen to thirty people with different types of physical, sensory, and cognitive impairments, including frail seniors;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 40-42: code points 1-0
\item Include representatives from throughout the BRT service area;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 42-43: code points 1-0
\item Meet monthly during planning and design, and periodically thereafter;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 43-44: code points 1-0
\item Review planning for inclusive design and operation;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 44-45: code points 1-0
\item Work directly with the system operator;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 45-46: code points 1-0
\item Monitor system accessibility, compliments, and complaints.% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 46-46: code points 1-64
\end{itemize}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 40-46: code points 1-64

}
\item {Participate in interagency working groups:\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 47-48: code points 10-0

\begin{itemize}
\item Typically includes representatives of government ministries and external stakeholders;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 48-49: code points 1-0
\item Encourage multi-jurisdictional planning and cooperation;% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 49-50: code points 1-0
\item Focus on long-term accessibility issues.% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 50-50: code points 1-46
\end{itemize}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 48-50: code points 1-46

}
\end{enumerate}
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 24-50: code points 1-47

A model flyer, “BRT and You” prepared by the World Bank in 2010 for use by persons with disabilities, discusses some of the characteristics of BRT, and how planners and customers with disabilities can work together.\par
% @ guide/30-universal_access/302-consultation-with-customers-with-special-needs.src: lines 52-54: code points 1-9

\section{3}{Station Access}
\label{volume:integration:chapter:universal-access:section:station-access}
% @ guide/30-universal_access/303-station-access.src: lines 3-204: code points 1-17

\quotation{Be an opener of doors.}{Ralph Waldo Emerson, essayist and poet, 1803-1882}
% @ guide/30-universal_access/303-station-access.src: lines 5-6: code points 1-51

Chapter 29: Pedestrian Integration covers pedestrian access to stations and terminals. This chapter highlights specific accessibility issues.\par
% @ guide/30-universal_access/303-station-access.src: lines 8-9: code points 20-41

The image below summarizes some of the main features detailed in this and the following section.\par
% @ guide/30-universal_access/303-station-access.src: lines 11-11: code points 1-96

\begin{enumerate}
\item Universal accessibility symbol;% @ guide/30-universal_access/303-station-access.src: lines 13-14: code points 1-0
\item Traffic lights with acoustic signals;% @ guide/30-universal_access/303-station-access.src: lines 14-15: code points 1-0
\item Access ramps;% @ guide/30-universal_access/303-station-access.src: lines 15-16: code points 1-0
\item Well-marked pedestrian crossings;% @ guide/30-universal_access/303-station-access.src: lines 16-17: code points 1-0
\item Curb ramps with color and texture differentiation;% @ guide/30-universal_access/303-station-access.src: lines 17-18: code points 1-0
\item Accessible pedestrian walkways;% @ guide/30-universal_access/303-station-access.src: lines 18-19: code points 1-0
\item Wide fare gates.% @ guide/30-universal_access/303-station-access.src: lines 19-19: code points 1-24
\end{enumerate}
% @ guide/30-universal_access/303-station-access.src: lines 13-19: code points 1-24

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/07ede4301651cb2e95b1aeb127196f24d4b09c72.jpeg}
		\fignote{9}{Pedestrian-access features are depicted in this diagram of approaches to a typical BRT station on Avenue Simón Bolívar in Pereira, Colombia.\label{chapter:universal-access:figure:pedestrian-access-features-are-depicted-in-this-diagram-of-approaches-to-a-typical-brt-station-on-avenue-simn-bolvar-in-pereira-colombia}}{Pereira Megabús.}
	}
\fi

\subsection{1}{Walkways}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:walkways}
% @ guide/30-universal_access/303-station-access.src: lines 24-42: code points 1-57

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/c72d4c246cab87269ebceeac837f5f72229c7b8f.jpeg}
		\fignote{10}{Constructing a BRT system provides the opportunity to address accessibility issues on routes to stations (Boston).\label{chapter:universal-access:figure:constructing-a-brt-system-provides-the-opportunity-to-address-accessibility-issues-on-routes-to-stations-boston}}{Michael King.}
	}
\fi

Walkways refer to any facility used by pedestrians, including sidewalks, pavements, shared streets, footpaths, and paths. As a general rule, accessible and well-lit walkways should exist along the main approaches to all BRT stations. They should extend for at least 400 meters in all directions. Ideally, they should exist along the entire length of any BRT trunk line. The following are critical accessibility elements and dimensions for walkways:\par
% @ guide/30-universal_access/303-station-access.src: lines 29-33: code points 1-37

\begin{itemize}
\item Straight and unobstructed;% @ guide/30-universal_access/303-station-access.src: lines 35-36: code points 1-0
\item Smooth, even, well-paved, nonskid surfaces;% @ guide/30-universal_access/303-station-access.src: lines 36-37: code points 1-0
\item Contrasting color for street furniture and other obstacles;% @ guide/30-universal_access/303-station-access.src: lines 37-38: code points 1-0
\item Minimum passing width for a wheelchair at an obstruction—0.9 meters;% @ guide/30-universal_access/303-station-access.src: lines 38-39: code points 1-0
\item Minimum overhead clearance (at signs)—2.0 meters;% @ guide/30-universal_access/303-station-access.src: lines 39-40: code points 1-0
\item Maximum cross-slope (for drainage)—2 percent;% @ guide/30-universal_access/303-station-access.src: lines 40-41: code points 1-0
\item No gratings or other items that would catch the small front wheels of wheelchairs;% @ guide/30-universal_access/303-station-access.src: lines 41-42: code points 1-0
\item Maximum opening or gap in a grating—13 millimeters.% @ guide/30-universal_access/303-station-access.src: lines 42-42: code points 1-57
\end{itemize}
% @ guide/30-universal_access/303-station-access.src: lines 35-42: code points 1-57

\subsection{2}{Tactile Guideways}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:tactile-guideways}
% @ guide/30-universal_access/303-station-access.src: lines 44-66: code points 1-99

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/01247c589d1d17a1c9a2243b07822694af581f7c.jpeg}
		\fignote{11}{Tactile guideway.\label{chapter:universal-access:figure:tactile-guideway}}{Lloyd Wright.}
	}
\fi

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/fa1ad9310f4deb98603f4f89bde2e5f5e5a12c97.jpeg}
		\fignote{12}{Tactile guideway leading to a BRT station in Ahmedabad, India.\label{chapter:universal-access:figure:tactile-guideway-leading-to-a-brt-station-in-ahmedabad-india}}{Michael King.}
	}
\fi

Tactile guideways are characterized by a series of raised parallel bars pointing in the direction of travel. The bars are typically molded into a 300-millimeter-square tile, installed one or two tiles wide. They benefit blind persons and those with reduced vision and help others to find their way:\par
% @ guide/30-universal_access/303-station-access.src: lines 51-53: code points 1-91

\begin{itemize}
\item Across large unmarked areas;% @ guide/30-universal_access/303-station-access.src: lines 55-56: code points 1-0
\item Along complex paths to a specific destination (information booth, BRT station);% @ guide/30-universal_access/303-station-access.src: lines 56-57: code points 1-0
\item On walkways without a well-defined boundary with the road.% @ guide/30-universal_access/303-station-access.src: lines 57-57: code points 1-64
\end{itemize}
% @ guide/30-universal_access/303-station-access.src: lines 55-57: code points 1-64

Guideways should be used in a consistent manner within a country and should be in a color contrasting with their surroundings. Research has shown that grooved concrete is not detectable underfoot. Therefore, texture differences should be detectable under foot and by a long cane.\par
% @ guide/30-universal_access/303-station-access.src: lines 59-61: code points 1-71

In BRT environments, a tactile guideway is useful to mark a travel path from a sidewalk to a pedestrian crossing to a BRT station. It can continue on the other side of the crossing, turning up the ramp into the station and proceeding to the ticket vending and information booth. The guideway can then proceed down the center line of the station, with guideways branching off at right angles to station doors.\par
% @ guide/30-universal_access/303-station-access.src: lines 63-66: code points 1-99

\subsection{3}{Tactile Warnings}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:tactile-warnings}
% @ guide/30-universal_access/303-station-access.src: lines 68-83: code points 1-52

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		\img{\hsize}{integration/assets/b278fa5292dde1b41aeaea25d08aa514dc25c254.jpeg}
		\fignote{13}{Warning strips mark platform edges of BRT and rail stations.\label{chapter:universal-access:figure:warning-strips-mark-platform-edges-of-brt-and-rail-stations}}{Tom Rickert\slash{}AEI.}
	}
\fi

Tactile warnings, also called attention patterns and detectable warning strips, are characterized by a series of raised truncated domes, typically molded into a 300-millimeter-square tile. They mark \emphasis{edge} or \emphasis{stop} locations, such as platform edges or curb ramps. They are typically two tiles wide to assure that pedestrians do not step over them. They are of a contrasting color with the surrounding surface. In some countries, tactile warnings are placed immediately adjacent to the edge or curb, while in other countries they are placed 600 to 1,000 millimeters away. Tiles are recommended as they can be detected by canes as well as underfoot. Maintenance is key so that broken tiles do not become trip hazards (Bentzen and Barlow 2011).\par
% @ guide/30-universal_access/303-station-access.src: lines 73-80: code points 1-17

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		\fignote{14}{Good practice at street crossings.\label{chapter:universal-access:figure:good-practice-at-street-crossings}}{TRL, sponsored by the United Kingdom’s Department for International Development.}
	}
\fi

\subsection{4}{Curb Ramps}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:curb-ramps}
% @ guide/30-universal_access/303-station-access.src: lines 85-112: code points 1-11

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		\img{\hsize}{integration/assets/fc5e61cfd5801391a39bf246f4bb504386207fad.png}
		\fignote{15}{A curb ramp the full width of the crosswalk in Shenzhen, China.\label{chapter:universal-access:figure:a-curb-ramp-the-full-width-of-the-crosswalk-in-shenzhen-china}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/1cff9e6dbf63889a22448d4db3c33419a041eff2.jpeg}
		\fignote{16}{Curb ramps are required on both sides of the street, and at any median in between. The median opposite the curb ramp shown here in Mexico City lacks a curb ramp.\label{chapter:universal-access:figure:curb-ramps-are-required-on-both-sides-of-the-street-and-at-any-median-in-between-the-median-opposite-the-curb-ramp-shown-here-in-mexico-city-lacks-a-curb-ramp}}{Michael King.}
	}
\fi

Curb ramps (also known as pedestrian ramps, wheelchair ramps, and curb cuts) are ramps that allow a person in a wheelchair to roll up or down at a curb, instead of stepping. They benefit people with walkers, strollers, bicycles, carts, and anyone else who has trouble with steps. The slope of a curb ramp is critical, lest a person in a wheelchair fall backward. Also critical is placing a curb ramp at the opposite side of the street.\par
% @ guide/30-universal_access/303-station-access.src: lines 94-98: code points 1-14

General curb ramp requirements, based on TRL guidelines:\par
% @ guide/30-universal_access/303-station-access.src: lines 100-100: code points 1-56

\begin{itemize}
\item Placement: within crosswalk markings;% @ guide/30-universal_access/303-station-access.src: lines 102-103: code points 1-0
\item Orientation: perpendicular to curb (creates a flush public transportation);% @ guide/30-universal_access/303-station-access.src: lines 103-104: code points 1-0
\item Width: ideally equal to crosswalk width, minimum 1.2 meters;% @ guide/30-universal_access/303-station-access.src: lines 104-105: code points 1-0
\item Slope: maximum 1:12 (8 percent);% @ guide/30-universal_access/303-station-access.src: lines 105-106: code points 1-0
\item Side flange slope: 1:10 (9 percent);% @ guide/30-universal_access/303-station-access.src: lines 106-107: code points 1-0
\item Level landing and turning area: 1.5-meter square at top and bottom of ramp;% @ guide/30-universal_access/303-station-access.src: lines 107-108: code points 1-0
\item Tactile warning strip at base of the ramp.% @ guide/30-universal_access/303-station-access.src: lines 108-108: code points 1-48
\end{itemize}
% @ guide/30-universal_access/303-station-access.src: lines 102-108: code points 1-48

Curb ramps should be required in all new construction, and there should be a program to retrofit existing streets. As a priority, curb ramps should be installed on routes between BRT stations and important trip generators.\par
% @ guide/30-universal_access/303-station-access.src: lines 110-112: code points 1-11

\subsection{5}{Raised Crossings}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:raised-crossings}
% @ guide/30-universal_access/303-station-access.src: lines 114-121: code points 1-26

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		\img{\hsize}{integration/assets/f0cbdd0ba3a0b2de26d023d3f65b33e84326a0e3.jpeg}
		\fignote{17}{Raised crosswalk at bus stop in Mérida, Mexico.\label{chapter:universal-access:figure:raised-crosswalk-at-bus-stop-in-mrida-mexico}}{Michael King.}
	}
\fi

An alternative to curb ramps is a raised crosswalk (raised crossing, raised intersection, continuous sidewalk). Here the street is raised to sidewalk level, and pedestrians cross without having to step down to street level. It is recommended for all streets with speeds of 50 kilometers per hour or less and may be used elsewhere.\par
% @ guide/30-universal_access/303-station-access.src: lines 118-121: code points 1-26

\subsection{6}{Traffic Signals}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:traffic-signals}
% @ guide/30-universal_access/303-station-access.src: lines 123-135: code points 1-103

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		\img{\hsize}{integration/assets/e4306b4460be57954a9d4e51f5a46d64be672a48.png}
		\fignote{18}{A vibro-tactile pushbutton for requesting a crossing phase.\label{chapter:universal-access:figure:a-vibro-tactile-pushbutton-for-requesting-a-crossing-phase}}{Janet Barlow.}
	}
\fi

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		\img{\hsize}{integration/assets/491b4c92d810b328ac212994cbe0ce665133d196.jpeg}
		\fignote{19}{Audible signal at a crossing leading to a BRT station in León, Mexico.\label{chapter:universal-access:figure:audible-signal-at-a-crossing-leading-to-a-brt-station-in-len-mexico}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/fc8cf25d4d2a5c6bdcdd9d70d9ae49f4e10b6cc5.png}
		\fignote{20}{A “walking man” countdown signal in Mexico City. The green man speeds up as the clock ticks to zero.\label{chapter:universal-access:figure:a-walking-man-countdown-signal-in-mexico-city-the-green-man-speeds-up-as-the-clock-ticks-to-zero}}{Michael King.}
	}
\fi

Where traffic signals are employed, they must be timed so that slower pedestrians have sufficient time to cross the street (0.75 meters per second). Countdown, tactile, and audible indicators are preferred.\par
% @ guide/30-universal_access/303-station-access.src: lines 134-135: code points 1-103

\subsection{7}{Pedestrian Bridges and Tunnels}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:pedestrian-bridges-and-tunnels}
% @ guide/30-universal_access/303-station-access.src: lines 137-157: code points 1-16

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		\img{\hsize}{integration/assets/6bd84223e93ab8852b24a77298a06914db6e0f42.jpeg}
		\fignote{21}{A well-lit pedestrian tunnel in Cali, Colombia, El MIO.\label{chapter:universal-access:figure:a-well-lit-pedestrian-tunnel-in-cali-colombia-el-mio}}{Tom Rickert\slash{}AEI.}
	}
\fi

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		\img{\hsize}{integration/assets/d69aaf07036d07ec9452bae74e4d70695cbda676.jpeg}
		\fignote{22}{Pedestrian bridge with a smooth, gradual slope in Utrecht, Netherlands.\label{chapter:universal-access:figure:pedestrian-bridge-with-a-smooth-gradual-slope-in-utrecht-netherlands}}{Michael King.}
	}
\fi

As discussed in Chapter 29: Pedestrian Access, at-grade crossings are preferred to access BRT stations. Should a pedestrian bridge or tunnel be considered, a tunnel with ramps is preferred. The second choice would be a bridge with ramps. Elevators are a last choice for reasons other than accessibility.\par
% @ guide/30-universal_access/303-station-access.src: lines 144-146: code points 1-95

Tunnels are preferred because they require less vertical clearance (than a bridge over a roadway), thus the ramp slope and\slash{}or distance is less. While bridges with ramps may be technically “accessible” to a wheelchair user, the sheer length of ramps to pedestrian bridges is so daunting that most wheelchair users are unlikely to use the ramp without the help of a friend to push the chair. Customers with less visible disabilities, such as arthritis or a heart condition, may also find long ramps difficult to access. Elevator procurement is costly, and elevator maintenance can become an issue for the operator. For this reason, Bogotá’s TransMilenio will avoid elevators in the future.\par
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		\img{\hsize}{integration/assets/d4451d26a0c00381bbc2f9e6cf4ebba45e55dd31.jpeg}
		\fignote{23}{Signalized crossing leading directly to a BRT station in Guangzhou, China.\label{chapter:universal-access:figure:signalized-crossing-leading-directly-to-a-brt-station-in-guangzhou-china}}{Michael King.}
	}
\fi

\subsection{8}{“Special” Crossings}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:special-crossings}
% @ guide/30-universal_access/303-station-access.src: lines 159-172: code points 1-75

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		\img{\hsize}{integration/assets/7ae3a06819ffe128b8bd5f7bf64f055fe3ef62ec.jpeg}
		\fignote{24}{The man on crutches is able to cross due to the help of security personnel. This approach requires a long-term commitment that is not likely to endure for the life of the system.\label{chapter:universal-access:figure:the-man-on-crutches-is-able-to-cross-due-to-the-help-of-security-personnel-this-approach-requires-a-long-term-commitment-that-is-not-likely-to-endure-for-the-life-of-the-system}}{Gerhard Menckhoff.}
	}
\fi

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		\img{\hsize}{integration/assets/e63f5a2abcc5b34f9f3ebcd6f756a6f59e63b97f.jpeg}
		\fignote{25}{A “special” crosswalk and gate for people with disabilities in Guangzhou, China. There are many who would benefit from elevators and shallow ramps who instead are deterred by the approach.\label{chapter:universal-access:figure:a-special-crosswalk-and-gate-for-people-with-disabilities-in-guangzhou-china-there-are-many-who-would-benefit-from-elevators-and-shallow-ramps-who-instead-are-deterred-by-the-approach}}{Michael King.}
	}
\fi

Persons with disabilities should cross the street and access BRT stations along with everyone else. “Special” crossing and access points are to be discouraged. This practice relies on the presence of security or traffic personnel, which may or may not be available, and it has been viewed as preventing access by persons with mobility impairments in Latin American and Asian countries.\par
% @ guide/30-universal_access/303-station-access.src: lines 169-172: code points 1-75

\subsection{9}{Ramps to BRT Stations}
\label{volume:integration:chapter:universal-access:section:station-access:subSection:ramps-to-brt-stations}
% @ guide/30-universal_access/303-station-access.src: lines 174-204: code points 1-17

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		\img{\hsize}{integration/assets/62434ee0da1fe169cc4c0e8c24c26fa919b5aedd.png}
		\fignote{26}{Ramp to BRT station, equal to the width of the station.\label{chapter:universal-access:figure:ramp-to-brt-station-equal-to-the-width-of-the-station}}{TransMilenio.}
	}
\fi

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		\img{\hsize}{integration/assets/e33609b78769f54f713cfc490306ac4d8364123e.jpeg}
		\fignote{27}{BRT station access is the full width of this station in Guadalajara, Mexico.\label{chapter:universal-access:figure:brt-station-access-is-the-full-width-of-this-station-in-guadalajara-mexico}}{Michael King.}
	}
\fi

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		\img{\hsize}{integration/assets/8dec01b63679c0f6037f14d7120325cdd6ce7829.jpeg}
		\fignote{28}{A pedestrian ramp leading to a BRT station in Bogotá.\label{chapter:universal-access:figure:a-pedestrian-ramp-leading-to-a-brt-station-in-bogot}}{Michael King.}
	}
\fi

Ramps are the preferred method of access to BRT stations, as opposed to elevators or stairs. Station assistants may be assigned to assist wheelchair users and others who need help up the ramp.\par
% @ guide/30-universal_access/303-station-access.src: lines 184-185: code points 1-91

General ramp criteria (TRL 2004, pp. 145–146):\par
% @ guide/30-universal_access/303-station-access.src: lines 187-187: code points 1-46

\begin{itemize}
\item Width: equal to station width;% @ guide/30-universal_access/303-station-access.src: lines 189-190: code points 1-0
\item Slope—1:20 (5 percent), maximum 1:12 (8 percent);% @ guide/30-universal_access/303-station-access.src: lines 190-191: code points 1-0
\item Run (length)—maximum 9 meters with no resting area;% @ guide/30-universal_access/303-station-access.src: lines 191-192: code points 1-0
\item Rise (height)—maximum 0.75 meters with no resting area;% @ guide/30-universal_access/303-station-access.src: lines 192-193: code points 1-0
\item Level resting area dimensions—equal to width of ramp by 1.5 meters;% @ guide/30-universal_access/303-station-access.src: lines 193-194: code points 1-0
\item Handrails on both sides;% @ guide/30-universal_access/303-station-access.src: lines 194-195: code points 1-0
\item Level landing and turning area—1.5 meters square at top and bottom of ramp.% @ guide/30-universal_access/303-station-access.src: lines 195-195: code points 1-81
\end{itemize}
% @ guide/30-universal_access/303-station-access.src: lines 189-195: code points 1-81

The norms in some countries specify a level resting area after a maximum run of 6 meters (e.g., Argentina’s Ley Nacional 24314), others specify 9 meters, and others specify other lengths. Section 4.8 of the United States’ ADA Accessibility Guidelines (ADAAG) states, “The shortest possible grade for a ramp shall be used. The maximum angle for a ramp in new construction should be 1:12. The maximum rise should be 30 inches (760 mm)” before a horizontal resting area.\par
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		\img{\hsize}{integration/assets/21399d7b908f9e0552e47ac1d9875483ded6c839.jpeg}
		\fignote{29}{A ramp from a BRT station to a pedestrian tunnel in Cali, Colombia.\label{chapter:universal-access:figure:a-ramp-from-a-brt-station-to-a-pedestrian-tunnel-in-cali-colombia}}{Tom Rickert\slash{}AEI.}
	}
\fi

\section{4}{Stations and Terminals}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 1-234: code points 1-103

\quotation{I think about non-visual design, which comes from my experience, but also from a general critique of architecture. It’s so much about how things look. I’m interested in how a building is experienced when you touch it with your hand, when you grab a railing or lean into an atrium.}{Chris Downey, architect, planner, and consultant}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 3-4: code points 1-50

This section presents universal access features of BRT stations and terminals.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 6-6: code points 1-78

\subsection{1}{Station Personnel}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:station-personnel}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 8-16: code points 1-53

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		\fignote{30}{A station attendant in a TransMilenio station. Image\label{chapter:universal-access:figure:a-station-attendant-in-a-transmilenio-station-image}}{TransMilenio.}
	}
\fi

It is important to train BRT staff to be respectful and courteous to patrons with disabilities. While many will need no assistance, some will need help with fare payment, route information, navigation (e.g., to elevators and wide fare gates), and passage through turnstiles. The presence of uniformed staff and security personnel makes BRT more appealing to persons with disabilities. This is especially true at night, when such customers may be hesitant to travel.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 12-16: code points 1-53

\subsection{2}{Fare Payment}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:fare-payment}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 18-48: code points 1-54

\subsubsection{1}{Fare Cards}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:fare-payment:subSubSection:fare-cards}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 20-25: code points 1-42

Prepaid proximity cards (contactless cards) require less hand dexterity and benefit persons with limited mobility. The option of purchasing multiple trips may also reduce stress for persons with disabilities. However, disability correlates with poverty, and the problem of poor persons who cannot afford to prepay for multiple trips needs to be recognized.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 22-25: code points 1-42

\subsubsection{2}{Fare-Card Vending Sites}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:fare-payment:subSubSection:fare-card-vending-sites}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 27-43: code points 1-20

A low counter, to serve wheelchair users and short persons, should ideally be included at neighborhood fare card vending locations and should be a feature of formal BRT facilities. An accessible counter or ticket vending window should be:\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 29-31: code points 1-32

\begin{itemize}
\item 800 millimeters high, ideally with knee space for a wheelchair user;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 33-34: code points 1-0
\item At least 500 millimeters deep;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 34-35: code points 1-0
\item At least 900 millimeters wide;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 35-36: code points 1-0
\item With at least 1,200 millimeters of clear space in front.% @ guide/30-universal_access/304-stations-and-terminals.src: lines 36-36: code points 1-62
\end{itemize}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 33-36: code points 1-62

Electronic ticket vending machines should have buttons and slots for cash and for dispensing fare cards, located not more than 1,200 millimeters above the ground. Assistance should be provided as needed to blind customers, deaf customers, and others who may have difficulty with card-purchase procedures.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 38-40: code points 1-98

Consideration should be given to hiring disabled persons to work at fare vending sites where appropriate space needs are met.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 42-43: code points 1-20

\subsubsection{3}{Fare Gates}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:fare-payment:subSubSection:fare-gates}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 45-48: code points 1-54

There should be one or more wide fare gates in each station (clear width of at least 900 millimeters) for customers using wheelchairs, walkers, or crutches.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 47-48: code points 1-54

\subsection{3}{Mobility Features}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:mobility-features}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 50-104: code points 1-61

\subsubsection{1}{Uniform Design}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:mobility-features:subSubSection:uniform-design}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 52-55: code points 1-35

A uniform design throughout the system assists all customers with navigation, especially those with sensory and cognitive disabilities.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 54-55: code points 1-35

\subsubsection{2}{Entrances and Exits}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:mobility-features:subSubSection:entrances-and-exits}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 57-63: code points 1-40

Longer stations—especially those over 50 meters—should have entrances at each end when possible to assist those who are unable to walk long distances, as well as all other customers. An exit should be considered at the “far end” of such stations, even if an entrance is not possible. Exit doors require a minimum of 900 millimeters of clear space. Manually operated doors should open easily, requiring no more than 15 newtons of operating force.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 59-63: code points 1-40

\subsubsection{3}{Seats and Supports}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:mobility-features:subSubSection:seats-and-supports}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 65-79: code points 1-111

\ifxetex
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	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/38b4412beafd9bdaba8c764f9480a183e9a7d538.jpeg}
		\fignote{31}{Perches increase comfort for all customers (photo of Macrobus BRT station in Guadalajara, Mexico).\label{chapter:universal-access:figure:perches-increase-comfort-for-all-customers-photo-of-macrobus-brt-station-in-guadalajara-mexico}}{Michael King}
	}
\fi

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		\img{\hsize}{integration/assets/4aef8d776b5b4a8814005850f10c2ed814d83b70.jpeg}
		\fignote{32}{Elders also benefit from access features (TransOeste BRT station in Rio de Janeiro, Brazil).\label{chapter:universal-access:figure:elders-also-benefit-from-access-features-transoeste-brt-station-in-rio-de-janeiro-brazil}}{EMBARQ Brazil.}
	}
\fi

Provide seating (benches, folding seats) in stations, especially where wait times exceed five minutes. Back and hip supports (horizontal “perches” or “leaning rails”), about 700 millimeters high, assist customers with hidden disabilities such as arthritis. Seats and supports should be painted a high contrast color.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 73-75: code points 1-103

Locate seats and supports where people are most likely to wait for the BRT vehicle (not in an out-of-the-way location). Overcrowded stations present challenges to customers with special needs; locating seating near the vehicle door addresses this. Coordinate seat location with doors reserved for those with disabilities.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 77-79: code points 1-111

\subsubsection{4}{Station Gates to Vehicles}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:mobility-features:subSubSection:station-gates-to-vehicles}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 81-93: code points 1-71

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/ac2060342196ccdeb169b7350d8b1763c6c16cbb.jpeg}
		\fignote{33}{Sliding doors are a feature of many BRT systems.\label{chapter:universal-access:figure:sliding-doors-are-a-feature-of-many-brt-systems}}{ITDP}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/7f9b3b44a572804aa2f5b5ff85eb72004335a67e.jpeg}
		\fignote{34}{Sliding doors are a feature of many BRT systems.\label{chapter:universal-access:figure:sliding-doors-are-a-feature-of-many-brt-systems}}{TransMilenio}
	}
\fi

Since the smallest platform-to-vehicle gap is usually found at the front entrance of the vehicle, this entrance is typically designated for use by disabled persons, who also benefit from being closer to the driver. Transparent sliding doors, activated when vehicles dock opposite the doors, enhance safety at platform edges, especially for customers who have reduced vision. Transparent doors also facilitate visibility—that is, to see route signs on approaching vehicles. Doors should have audible signals to assist all customers, and especially blind persons, to know when they are opening and closing. A tactile warning strip is required if sliding doors are not provided and platform edges are not protected.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 87-93: code points 1-71

\subsubsection{5}{Elevators and Lifts}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:mobility-features:subSubSection:elevators-and-lifts}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 95-104: code points 1-61

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/c9a86defdf303aee21cd17237bcb0fa8d528b238.jpeg}
		\fignote{35}{If grade-separated transfers across an intersection are necessary, then infrastructure must be available to make such transfers possible.\label{chapter:universal-access:figure:if-grade-separated-transfers-across-an-intersection-are-necessary-then-infrastructure-must-be-available-to-make-such-transfers-possible}}{Lloyd Wright.}
	}
\fi

Ramps are preferred at regular stations because they require little maintenance and have few security risks. At terminals, bridges, and other locations where customers must ascend multiple levels, elevators may augment ramps. They also assist customers with reduced mobility and people carrying children or heavy packages. Nevertheless, elevators should never be the primary mode due to maintenance issues. Escalators are not recommended, as they have a poor maintenance history.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 100-104: code points 1-61

\subsection{4}{Visual Elements}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:visual-elements}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 106-160: code points 1-9

\subsubsection{1}{Lighting}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:visual-elements:subSubSection:lighting}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 108-111: code points 1-18

Adequate lighting is essential for those with reduced vision. It also provides more safety and security for all customers.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 110-111: code points 1-18

\subsubsection{2}{Signage}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:visual-elements:subSubSection:signage}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 113-127: code points 1-9

Signs and the text on them need to be of a minimum size (Table 30.1). Many countries use icons and specific colors to supplement text for route and station names, thus assisting persons with cognitive impairments, visitors, tourists, and others who may not be able to read text. Variable signage indicating the arrival time of the next vehicle helps those with hearing impairments.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 115-118: code points 1-74

\tabletitle{1}{Recommended letter sizes and applications. Source: TRL}
\label{chapter:universal-access:table:recommended-letter-sizes-and-applications-source-trl}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=23\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=6\tablemodule#}\cr
	\color{gray75}\bfseries Application& \color{gray75}\bfseries Minimum letter height \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}Long-distance reading (e.g., signs on station entrances); Signs in corridors and stations; Information on vehicle-stop flags and shelters; Close reading, e.g., wall-mounted timetables; Minimum for any text displayed;&
	\color{gray50}150 mm; 50–100 mm; 50 mm; 25 mm; 22 mm;\cr
	\noalign{\vskip 2mm 
}}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 120-127: code points 1-9

\subsubsection{3}{Color Contrast}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:visual-elements:subSubSection:color-contrast}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 129-160: code points 1-9

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/8dbd21f154afca4e1c1b46b776fd1dc06bbb42e5.png}
		\fignote{36}{Signage in Lima, Peru, Metropolitano station. Image\label{chapter:universal-access:figure:signage-in-lima-peru-metropolitano-station-image}}{Tom Rickert\slash{}AEI.}
	}
\fi

Color contrast is useful for signage (see chart below) and for station features such as railings, turnstiles, wide fare gates, tactile warnings at vehicle-entry gates, folding seats, and ischiatic supports. A number of countries use “safety yellow” as the color of choice for such uses. The International Organization for Standardization (ISO) standard 3864 specifies “safety yellow.” The standard in the United States is “Yellow-Federal Standard \#33538.”\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 133-137: code points 1-37

\tabletitle{2}{Color contrast for station signage. Source: Merseyside Code of Practice (UK) in Oxley (2002) and TRL, p. 162.}
\label{chapter:universal-access:table:color-contrast-for-station-signage-source-merseyside-code-of-practice-uk-in-oxley-2002-and-trl-p-162}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=10\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=6\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=12\tablemodule#}\cr
	\color{gray75}\bfseries Background& \color{gray75}\bfseries Sign board color& \color{gray75}\bfseries Letter or symbol color \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}Red brick or dark stone&
	\color{gray50}White&
	\color{gray50}Black, dark green, or dark blue\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Light brick or light stone or white walls&
	\color{gray50}Black or dark blue or dark green&
	\color{gray50}White or yellow\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Green vegetation&
	\color{gray50}White&
	\color{gray50}Black, dark green, or dark blue\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Backlit sign&
	\color{gray50}Black&
	\color{gray50}White or yellow\cr
	\noalign{\vskip 2mm 
}}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 139-160: code points 1-9

\subsection{5}{Audible Elements}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:audible-elements}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 162-166: code points 1-17

Audible signage assists customers with reduced vision, particularly at the opening and closing of sliding doors. Depending on the system, announcements can be activated by GPS technology, or simply provided by station staff.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 164-166: code points 1-17

\subsection{6}{Tactile Elements (Braille)}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:tactile-elements-braille}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 168-234: code points 1-103

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/1b9a0b4370bbb8cba4ae35159152a50cbc5ce38a.jpeg}
		\fignote{37}{Travel information in Braille helps the sight-impaired plan and undertake their journeys in Nagoya, Japan.\label{chapter:universal-access:figure:travel-information-in-braille-helps-the-sight-impaired-plan-and-undertake-their-journeys-in-nagoya-japan}}{Lloyd Wright.}
	}
\fi

Some blind persons may benefit from raised tactile route numbers at stations. Letters are generally 20 millimeters high and raised 1 to 2 millimeters. Others may prefer Braille signage. Consult with focus groups and advisory committees to decide.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 173-175: code points 1-41

\subsubsection{1}{Adhesive Tactile Wayfinding}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:tactile-elements-braille:subSubSection:adhesive-tactile-wayfinding}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 177-219: code points 1-46

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/b990111a5c74cf580106b5ef42a9125a39d11d7f.png}
		\fignote{38}{Adhesive tactile wayfinding that utilizes a printing technique to create tactile differentiation in the pictograms and simple symbols to help users overcome visual impairments or language barriers (Cape Town, South Africa). )\label{chapter:universal-access:figure:adhesive-tactile-wayfinding-that-utilizes-a-printing-technique-to-create-tactile-differentiation-in-the-pictograms-and-simple-symbols-to-help-users-overcome-visual-impairments-or-language-barriers-cape-town-south-africa-}}{HHO Africa}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/9397dc3fba70bebd6ce0b022a95b036329824d24.png}
		\fignote{39}{Adhesive tactile wayfinding that utilizes a printing technique to create tactile differentiation in the pictograms and simple symbols to help users overcome visual impairments or language barriers (Cape Town, South Africa).\label{chapter:universal-access:figure:adhesive-tactile-wayfinding-that-utilizes-a-printing-technique-to-create-tactile-differentiation-in-the-pictograms-and-simple-symbols-to-help-users-overcome-visual-impairments-or-language-barriers-cape-town-south-africa}}{HHO Africa}
	}
\fi

Adhesive Tactile Wayfinding is a new development in signage made possible by three-dimensional printing technology. The development of this signage was applied to the MyCiti Integrated Rapid Public Transport (IRT) in Cape Town, South Africa.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 183-185: code points 1-33

MyCiti IRT signage and designs are supposed to encompass identification, confirmation, and directional information that are inclusive of all IRT users. The MyCiti IRT system utilized international best practices and standards to construct an exemplary IRT system with wayfinding and fair accessibility standards.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 187-189: code points 1-100

Illiteracy and site impairment can hinder an individual’s ability to recognize and utilize signage. While Braille is internationally recognized, it is not widely used in South Africa. Therefore, tactile pictograms, or raised images, include a wider group of users. These three-dimensional signs featuring universally understandable figures can be attached to poles surrounding IRT stations using the adhesive backs.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 191-195: code points 1-6

The wayfinding directional signs consist of the name of the MyCITI station, the distance to that specific station, and an arrow pointing in the direction of the station. The signs are made more recognizable by the MyCITI red branding on them. In some sections of Cape Town, tactile wayfinding systems have been introduced, as seen in Figures 30.38 and 30.39.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 197-200: code points 1-47

\begin{itemize}
\item The original adhesive panels were designed to a width of 85 millimeters and a height of 274 millimeters to accommodate three circular images with a diameter of 82 millimeters each. The image above on the left consists of a pictogram of a bus, a directional arrow, and a distance indicating the nearest BRT station, all printed in contrasting colors using MyCiti branding;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 202-206: code points 1-0
\item After participants from a study viewed the design, the team decided to increase tactile distinction, leading to more pronounced visibility, depth, and legibility;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 206-208: code points 1-0
\item The designs for tactile wayfinding were well received by the cohort participating in the study, especially for the benefits it would have for the sight impaired;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 208-210: code points 1-0
\item Directional wayfinding signs are located within 500 meters around MyCiti stations;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 210-211: code points 1-0
\item The adhesive panels allow for wayfinding arrows to be placed facing four directions for maximum visibility;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 211-213: code points 1-0
\item The wayfinding information is displayed in 40-millimeter white lettering or 120-millimeter symbols on a 150-by-950-millimeter background in the contrasting blue color of MyCITI branding;% @ guide/30-universal_access/304-stations-and-terminals.src: lines 213-215: code points 1-0
\item Up to fourteen directional wayfinding signs are placed within the area around each MyCITI station.% @ guide/30-universal_access/304-stations-and-terminals.src: lines 215-215: code points 1-104
\end{itemize}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 202-215: code points 1-104

Because tactile wayfinding is relatively new, the design team in Cape Town is constantly looking for feedback to improve its services. The team hopes that the design can be applied to civic amenities and other places of public interest in the future.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 217-219: code points 1-46

\subsubsection{2}{Terminals and Transfer Centers}
\label{volume:integration:chapter:universal-access:section:stations-and-terminals:subSection:tactile-elements-braille:subSubSection:terminals-and-transfer-centers}
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 221-234: code points 1-103

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/9b8bc4cec8751bd9aa0d9c37bf8ab23389bb038a.jpeg}
		\fignote{40}{Map of feeder buses that connect to the TransMilenio Portal del Norte station in Bogota.\label{chapter:universal-access:figure:map-of-feeder-buses-that-connect-to-the-transmilenio-portal-del-norte-station-in-bogota}}{Karl Fjellstrom\slash{}Far East BRT.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/358d24de6e83e79703bee25bc6aa8a727d52d227.jpeg}
		\fignote{41}{Cutaway model of underground terminal of Metropolitano BRT in the center of Lima, Peru.\label{chapter:universal-access:figure:cutaway-model-of-underground-terminal-of-metropolitano-brt-in-the-center-of-lima-peru}}{Tom Rickert\slash{}AEI.}
	}
\fi

Terminals and transfer centers can be confusing for many customers and especially those new to the system. Customers must understand different public transport modes and different schedules. Customers also need direction to a range of public services and commerce.\par
% @ guide/30-universal_access/304-stations-and-terminals.src: lines 228-230: code points 1-63

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/ee8b6080a8f23995bb9759a42492455a6f2ff1c8.jpeg}
		\fignote{42}{TransMilenio system map in Bogota.\label{chapter:universal-access:figure:transmilenio-system-map-in-bogota}}{Karl Fjellstrom\slash{}Far East BRT.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/0947256d8f3480812c8a12bc0d81e47e999fb6ae.jpeg}
		\fignote{43}{TransMilenio system map in Bogota.\label{chapter:universal-access:figure:transmilenio-system-map-in-bogota}}{Karl Fjellstrom\slash{}Far East BRT.}
	}
\fi

\section{5}{Platform-Vehicle Interface}
\label{volume:integration:chapter:universal-access:section:platform-vehicle-interface}
% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 1-32: code points 1-26

\quotation{So be sure when you step. Step with care and great tact and remember that life’s a great balancing act. Just never forget to be dexterous and deft. And never mix up your right foot with your left.}{Dr. Seuss, writer and cartoonist, 1904–1991}
% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 3-4: code points 1-45

The platform-vehicle interface can significantly affect accessibility for a variety of users. Levelness and gap issues can be serious barriers to access. This section describes techniques to ensure that the interface between the station platform and vehicle is accessible for all users.\par
% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 6-8: code points 1-79

There are many means to alleviating platform-vehicle interface issues. In Chapter 25: Stations, a variety of mechanisms that can be applied are evaluated and explained. Those mechanisms include:\par
% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 10-12: code points 1-0

\begin{itemize}
\item Level Boarding;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 12-13: code points 1-0
\item Platform-Vehicle Gap;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 13-14: code points 1-0
\item Boarding Bridges;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 14-14: code points 1-23
\end{itemize}
% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 12-14: code points 1-23

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/394d1805e424c90f37c6db83f7df0fc5dfc49924.jpeg}
		\fignote{44}{A boarding bridge deployed in the BRT system in Cape Town, South Africa\label{chapter:universal-access:figure:a-boarding-bridge-deployed-in-the-brt-system-in-cape-town-south-africa}}{City of Cape Town.}
	}
\fi

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/05fb1226e92d39e2c9c40448fa1b785e0e2a6f32.jpeg}
		\fignote{45}{Diagram providing detail of the alignment of the boarding bridge with the platform.\label{chapter:universal-access:figure:diagram-providing-detail-of-the-alignment-of-the-boarding-bridge-with-the-platform}}{City of Cape Town.}
	}
\fi

\begin{itemize}
\item Alignment Markers;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 20-21: code points 1-0
\item Guide Wheels;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 21-21: code points 1-19
\end{itemize}
% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 20-21: code points 1-19

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/9d09fe2d51328b2e9e1c48a05e5fdcb8797bc527.jpeg}
		\fignote{46}{Front tire of the vehicle\label{chapter:universal-access:figure:front-tire-of-the-vehicle}}{Cleveland RTA}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/bd85425a0f9df8597b27f7043df84412610247f3.jpeg}
		\fignote{47}{guide wheel in greater detail\label{chapter:universal-access:figure:guide-wheel-in-greater-detail}}{Cleveland RTA}
	}
\fi

\begin{itemize}
\item Optical Guidance and Magnet Alignment;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 27-28: code points 1-0
\item Automatic Enforcement;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 28-29: code points 1-0
\item Beveled Curbs;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 29-30: code points 1-0
\item Platform Edge Treatment;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 30-31: code points 1-0
\item Dedicated Accessible Boarding Area;% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 31-32: code points 1-0
\item Station-Side Driver.% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 32-32: code points 1-26
\end{itemize}
% @ guide/30-universal_access/305-platform-vehicle-interface.src: lines 27-32: code points 1-26

\section{6}{Vehicles}
\label{volume:integration:chapter:universal-access:section:vehicles}
% @ guide/30-universal_access/306-vehicles.src: lines 1-390: code points 1-60

\quotation{The higher we are placed, the more humbly we should walk.}{Marcus Tullius Cicero, philosopher and politician, 107 BC–43 BC}
% @ guide/30-universal_access/306-vehicles.src: lines 3-4: code points 1-65

This section discusses accessibility features of BRT trunk-line vehicles and feeder buses.\par
% @ guide/30-universal_access/306-vehicles.src: lines 6-6: code points 1-90

Feeder bus lines that are carefully integrated into larger BRT trunk lines are more likely to be operated in an accessible manner. Sometimes called “complementary buses,” they are found in several cities, such as Cali, Colombia, and Johannesburg, South Africa. Typically, a single vehicle design is chosen that can exhibit accessibility features such as audio and visual on-board signage and, to different degrees, access for those who cannot climb steps. They have high doors on one side for use at trunk-line stations and low doors with steps, supplemented by ramps or lifts, for use at curbside stops, where the buses operate in mixed traffic.\par
% @ guide/30-universal_access/306-vehicles.src: lines 8-14: code points 1-25

A different challenge presents itself if feeder bus lines are cannot climb steps. They have high doors on one side for use at trunk more difficult for such a system to consistently exhibit the driver training, audio and visual signage, minimal vehicle-to-curb and vehicle-to-platform distances, and so forth.\par
% @ guide/30-universal_access/306-vehicles.src: lines 16-18: code points 1-98

\subsection{1}{Low -Versus High- Floor Vehicles}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:low--versus-high--floor-vehicles}
% @ guide/30-universal_access/306-vehicles.src: lines 20-89: code points 1-27

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/765c2e2d7a1c7ed1ae4a7bc81f825cae43c468f4.png}
		\fignote{48}{A flat floor of a high-floor articulated bus in San Francisco.\label{chapter:universal-access:figure:a-flat-floor-of-a-high-floor-articulated-bus-in-san-francisco}}{Tom Rickert\slash{}AEI.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/943e5b72751272a4d851ee03c4537026aa9a87d4.jpeg}
		\fignote{49}{The wheelchair securement area is reached quickly on most high-floor vehicles.\label{chapter:universal-access:figure:the-wheelchair-securement-area-is-reached-quickly-on-most-high-floor-vehicles}}{City of Cape Town.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/27af312423bdd6ba10e231af5624f03fd5f4920a.jpeg}
		\fignote{50}{Irregular floor plans reduce internal accessibility.\label{chapter:universal-access:figure:irregular-floor-plans-reduce-internal-accessibility}}{Tom Rickert\slash{}AEI.}
	}
\fi

\ifxetex
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\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/1c2d483b88e3ef3b724a9206b8706228ac80239f.jpeg}
		\fignote{51}{Irregular seating plans reduce internal accessibility.\label{chapter:universal-access:figure:irregular-seating-plans-reduce-internal-accessibility}}{Tom Rickert\slash{}AEI.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/2d4944dfc3b5cdc80d8e04e2434bccbdaf445293.jpeg}
		\fignote{52}{Irregular stairs to the rear of the vehicle reduce internal accessibility.\label{chapter:universal-access:figure:irregular-stairs-to-the-rear-of-the-vehicle-reduce-internal-accessibility}}{Tom Rickert\slash{}AEI.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/9ddf1a14ae64e6266d46d46f3a92a12bedc18810.jpeg}
		\fignote{53}{The presence of stairs between vehicle floor levels can limit the maneuvering room to get into a securement position.\label{chapter:universal-access:figure:the-presence-of-stairs-between-vehicle-floor-levels-can-limit-the-maneuvering-room-to-get-into-a-securement-position}}{Eduardo Alvarez.}
	}
\fi

From an internal accessibility standpoint, a standard layout is preferred: one level floor, straight aisle, simple seating plan, seats of a uniform height. This regularity makes the vehicle more accessible for customers in wheelchairs and with disabilities. High-floor vehicles, because the wheels lie beneath the seats, generally use this standard layout.\par
% @ guide/30-universal_access/306-vehicles.src: lines 37-40: code points 1-46

Low-floor vehicles, while easier to board from the street, generally have an interior design that is less accessible. There are usually multiple levels with steps or ramps between; the aisles tend not to be straight; the seats are at irregular heights; and a person in a wheelchair is typically constrained to a single location. This irregularity degrades accessibility, especially when the vehicle is crowded.\par
% @ guide/30-universal_access/306-vehicles.src: lines 42-45: code points 1-103

While any vehicle can be made minimally accessible, the goal should be to ease use for all. Similarly, vehicles with unusual seating plans may create interest, but if the design detracts and dissuades use, then it loses credibility.\par
% @ guide/30-universal_access/306-vehicles.src: lines 47-49: code points 1-26

\tabletitle{3}{Summary of Internal Accessibility Issues with High- and Low-Floor Vehicles}
\label{chapter:universal-access:table:summary-of-internal-accessibility-issues-with-high--and-low-floor-vehicles}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=7\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=16\tablemodule#}\cr
	\color{gray75}\bfseries & \color{gray75}\bfseries \highlight{High Floor}& \color{gray75}\bfseries \highlight{Low Floor} \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}Floor Level&
	\color{gray50}Generally one level&
	\color{gray50}Multiple levels, steps, and ramps problematic\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Aisle&
	\color{gray50}Typically straight&
	\color{gray50}Varies in width, creates obstacles\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Seating Plan&
	\color{gray50}Simpler, more intuitive&
	\color{gray50}Irregular, leads to the “better” seats taken first, which may force people with disabilities into seats that are harder to access\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Doors&
	\color{gray50}Possible to have additional doors&
	\color{gray50}Typically constrained by seating layout\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Wheelchair securement position&
	\color{gray50}Can be directly across from a door, permitting straight entry with minimal turning movements&
	\color{gray50}Typically constrained by seating layout, which may cause additional turning movements, which retards boarding and alighting\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Seat height&
	\color{gray50}Generally one height&
	\color{gray50}Irregular heights require more maneuvering\cr
	\noalign{\vskip 2mm 
}}
% @ guide/30-universal_access/306-vehicles.src: lines 51-80: code points 1-9

Recent advances in low-floor vehicle design in western and northern Europe may improve accessibility, as vehicle wheel wells and engines have been modified to create less intrusion into the passenger cabin. Several cities in France, including Rouen, Lille, and Paris, now have low-floor BRT systems that appear to perform well for customers with disabilities. A special case is Nantes, France, which is using higher-capacity low-floor articulated vehicles that permit boarding through four doors, thus enhancing customer flows.\par
% @ guide/30-universal_access/306-vehicles.src: lines 82-86: code points 1-102

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/9b566a2a951d9d1a375ae3cf5dd7b8b3d52dbd56.jpeg}
		\fignote{54}{Low-floor articulated bus with four doors in Nantes, France.\label{chapter:universal-access:figure:low-floor-articulated-bus-with-four-doors-in-nantes-france}}{François Rambaud of CERTU.}
	}
\fi

\subsection{2}{Internal Elements}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements}
% @ guide/30-universal_access/306-vehicles.src: lines 91-185: code points 1-91

\subsubsection{1}{Hand Grasps}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements:subSubSection:hand-grasps}
% @ guide/30-universal_access/306-vehicles.src: lines 93-104: code points 1-33

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/579b19ab46e7a54d9e50754d758ab358e2d662fc.png}
		\fignote{55}{Vertical stanchions and grab bars are provided on TransMilenio to assist customers; however, better color contrast is needed.\label{chapter:universal-access:figure:vertical-stanchions-and-grab-bars-are-provided-on-transmilenio-to-assist-customers-however-better-color-contrast-is-needed}}{TransMilenio.}
	}
\fi

Accessible BRT vehicles have vertical stanchions and horizontal grab bars within reach of all customers. They should be placed so that a person may navigate from one stanchion to another over the length of the vehicle. Ideally this is one per seat, or every 1,050 millimeters, whichever is less. The distance between stanchions should not exceed 1,200 millimeters. Stanchions and handholds should be painted in a contrasting color, typically a bright yellow. Straps hanging from horizontal elements near the ceiling can provide handholds to help customers reach a seat, while vertical stanchions also help shorter persons who cannot reach other handholds.\par
% @ guide/30-universal_access/306-vehicles.src: lines 98-104: code points 1-33

\subsubsection{2}{Seat Design}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements:subSubSection:seat-design}
% @ guide/30-universal_access/306-vehicles.src: lines 106-111: code points 1-17

It is important for persons with disabilities that seats are surfaced with materials with a coefficient of friction sufficient to prevent customers from sliding back and forth while the vehicle is in motion. Seat surfaces should be ergonomically contoured. Ideal dimensions are noted in DPTAC and COST 349 (MacDonald 2005, pp. 17–18).\par
% @ guide/30-universal_access/306-vehicles.src: lines 108-111: code points 1-17

\subsubsection{3}{Prioritized Seats}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements:subSubSection:prioritized-seats}
% @ guide/30-universal_access/306-vehicles.src: lines 113-127: code points 1-52

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/841407edd497304979524265d21f02bcb86e7819.jpeg}
		\fignote{56}{The blue seats on this TransMilenio vehicle are reserved for pregnant women and customers with disabilities in Bogotá’s BRT system\label{chapter:universal-access:figure:the-blue-seats-on-this-transmilenio-vehicle-are-reserved-for-pregnant-women-and-customers-with-disabilities-in-bogots-brt-system}}{Lloyd Wright}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/66ea8715bf8fa1bda99dff1df1c4d4475cac440f.jpeg}
		\fignote{57}{Dedicated seats (in blue) are interspersed with other customer seats\label{chapter:universal-access:figure:dedicated-seats-in-blue-are-interspersed-with-other-customer-seats}}{Tom Rickert\slash{}AEI}
	}
\fi

Prioritized seats should be available for persons with disabilities, seniors, and pregnant women. These seats should face the front or rear of the vehicle, not toward the side, to provide more stability when the vehicle starts, stops, and turns. Priority seats require clear signage, adequate space, and should be located near the driver. The area around the seat should provide room to store a mobility aid, such as a folded wheelchair, a walker, crutches, or a “seeing eye” dog guide.\par
% @ guide/30-universal_access/306-vehicles.src: lines 120-124: code points 1-72

Contrasting colors help identify priority seats. The color should be consistent across the system and should be determined by local preference or mandate.\par
% @ guide/30-universal_access/306-vehicles.src: lines 126-127: code points 1-52

\subsubsection{4}{Wheelchair Travel Path}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements:subSubSection:wheelchair-travel-path}
% @ guide/30-universal_access/306-vehicles.src: lines 129-149: code points 1-29

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/25608b9e0bca782a094972494d8da020aedcf28c.jpeg}
		\fignote{58}{Wheelchair securement opposite entrance.\label{chapter:universal-access:figure:wheelchair-securement-opposite-entrance}}{TransMilenio.}
	}
\fi

Ideally, securement areas are located opposite doorways to minimize travel within the vehicle. Where there is only one per vehicle, it should be located near the driver. When not in use, it may be occupied by standing customers, folding seats, bicycles, prams, carriages, and so forth.\par
% @ guide/30-universal_access/306-vehicles.src: lines 133-135: code points 1-79

Standard dimensions (MacDonald 2005):\par
% @ guide/30-universal_access/306-vehicles.src: lines 137-137: code points 1-37

\begin{itemize}
\item Doorway: 850 millimeters wide;% @ guide/30-universal_access/306-vehicles.src: lines 139-140: code points 1-0
\item Clear route from door to securement location: 750 millimeters;% @ guide/30-universal_access/306-vehicles.src: lines 140-141: code points 1-0
\item Turning area: 1500-millimeter circle;% @ guide/30-universal_access/306-vehicles.src: lines 141-142: code points 1-0
\item Securement area: 750 millimeters wide and 1300 millimeters long;% @ guide/30-universal_access/306-vehicles.src: lines 142-143: code points 1-0
\item Unoccupied wheelchair: 700 millimeters x 1200 millimeters.% @ guide/30-universal_access/306-vehicles.src: lines 143-143: code points 1-64
\end{itemize}
% @ guide/30-universal_access/306-vehicles.src: lines 139-143: code points 1-64

It is recommended that vehicle vendors be made responsible for wheelchair accommodation. Typically, this is via detailed design drawings illustrating minimum dimensions and travel paths. Ideally, wheelchair users would test a full-size mock-up (including seats, stanchions, fare box, securement areas, doorways, etc.). Wheelchair users vary in their ability to maneuver; a mock-up is useful in understanding how they react to a particular design.\par
% @ guide/30-universal_access/306-vehicles.src: lines 145-149: code points 1-29

\subsubsection{5}{Wheelchair Securement}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements:subSubSection:wheelchair-securement}
% @ guide/30-universal_access/306-vehicles.src: lines 151-168: code points 1-67

Some type of securement system is required. In North America, this is accomplished via a three-point safety belt. The customer is seated facing forward or backward. Typically, a wheel clamp is provided. Additional methods may be needed when the route includes severe inclines. Not only do “tie-downs” secure wheelchair customers, but they also protect others from wayward wheelchairs. In every case, all governing norms and standards for safety should be followed.\par
% @ guide/30-universal_access/306-vehicles.src: lines 153-157: code points 1-50

On BRT routes with large vehicles, few hills, and minimal curves, the “tie-down-less” system used in Europe may be preferred (Figure 30.55). It requires that wheelchair riders face the rear of the vehicle, and assumes that drivers are well trained and monitored to avoid sudden stops and starts.\par
% @ guide/30-universal_access/306-vehicles.src: lines 159-161: code points 1-89

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/ebfa2e17ba33cb840c764eef7cb9a8503afd677a.png}
		\fignote{59}{Diagram illustrating Swedish securement system. In order to go between the handles of a wheelchair, the backrest is only 300 to 320 millimeters wide and is 480 millimeters high to leave space for power chair motors. Behind the backrest, 300 millimeters of clear space is provided to allow the customer to maneuver the wheelchair so that his\slash{}her back actually rests against the backrest (not shown). For more information see COST 349: The Accessibility of Coaches and Long Distance Buses for People with Reduced Mobility (MacDonald 2005).\label{chapter:universal-access:figure:diagram-illustrating-swedish-securement-system-in-order-to-go-between-the-handles-of-a-wheelchair-the-backrest-is-only-300-to-320-millimeters-wide-and-is-480-millimeters-high-to-leave-space-for-power-chair-motors-behind-the-backrest-300-millimeters-of-clear-space-is-provided-to-allow-the-customer-to-maneuver-the-wheelchair-so-that-hisher-back-actually-rests-against-the-backrest-not-shown-for-more-information-see-cost-349-the-accessibility-of-coaches-and-long-distance-buses-for-people-with-reduced-mobility-macdonald-2005}}{CGB Mitchell.}
	}
\fi

\subsubsection{6}{Turnstiles}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements:subSubSection:turnstiles}
% @ guide/30-universal_access/306-vehicles.src: lines 170-175: code points 1-68

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/ad9fdc5ab25c899cdd7b73d250ca71fbf7a5fe68.jpeg}
		\fignote{60}{This turnstile slows down boarding for all customers.\label{chapter:universal-access:figure:this-turnstile-slows-down-boarding-for-all-customers}}{World Bank.}
	}
\fi

Turnstiles in buses are a barrier to many seniors, persons with disabilities, pregnant women, parents with children, and persons with packages. They should be eliminated.\par
% @ guide/30-universal_access/306-vehicles.src: lines 174-175: code points 1-68

\subsubsection{7}{Stop-Request Signals}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:internal-elements:subSubSection:stop-request-signals}
% @ guide/30-universal_access/306-vehicles.src: lines 177-185: code points 1-91

Stop-request signals (buttons or cords) are needed on all vehicles that stop on demand (not on the fixed BRT corridor). They especially help customers with sensory disabilities.\par
% @ guide/30-universal_access/306-vehicles.src: lines 179-180: code points 1-78

Stop cords or buttons should be located near seats. Buttons are generally preferred because they are more easily used by persons with less strength in their hands. A lower cord or button is required within reach of a customer in a wheelchair securement position. The button or cord should activate a sign in front of the vehicle, providing feedback to customers that their request has been received.\par
% @ guide/30-universal_access/306-vehicles.src: lines 182-185: code points 1-91

\subsection{3}{Signage}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:signage}
% @ guide/30-universal_access/306-vehicles.src: lines 187-223: code points 1-20

\subsubsection{1}{Exterior}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:signage:subSubSection:exterior}
% @ guide/30-universal_access/306-vehicles.src: lines 189-213: code points 1-9

All customers benefit from large-print vehicle route and destination signs:\par
% @ guide/30-universal_access/306-vehicles.src: lines 191-192: code points 1-0

\begin{itemize}
\item On the upper front of the vehicle;% @ guide/30-universal_access/306-vehicles.src: lines 192-193: code points 1-0
\item High on the side near the entrance door;% @ guide/30-universal_access/306-vehicles.src: lines 193-194: code points 1-0
\item At the rear.% @ guide/30-universal_access/306-vehicles.src: lines 194-194: code points 1-18
\end{itemize}
% @ guide/30-universal_access/306-vehicles.src: lines 192-194: code points 1-18

Signs should be clearly visible with contrasting backgrounds (white or yellow letters against a black background). Increasingly, GPS technology permits automatic stop announcements thereby allowing waiting customers to hear route information as the vehicle approaches a stop or station.\par
% @ guide/30-universal_access/306-vehicles.src: lines 196-198: code points 1-80

\tabletitle{4}{Recommended letter sizes and applications for signage. Adapted from TRL, page 161}
\label{chapter:universal-access:table:recommended-letter-sizes-and-applications-for-signage-adapted-from-trl-page-161}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=14\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=7\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=7\tablemodule#}\cr
	\color{gray75}\bfseries Application& \color{gray75}\bfseries Preferred letter height& \color{gray75}\bfseries Minimum letter height \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}Route number on vehicles&
	\color{gray50}300 mm&
	\color{gray50}200 mm\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Route name\slash{}destination on vehicles&
	\color{gray50}200 mm&
	\color{gray50}125 mm\cr
	\noalign{\vskip 2mm 
}}
% @ guide/30-universal_access/306-vehicles.src: lines 200-213: code points 1-9

\subsubsection{2}{Interior}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:signage:subSubSection:interior}
% @ guide/30-universal_access/306-vehicles.src: lines 215-223: code points 1-20

\begin{itemize}
\item Tactile route maps with Braille text should be available for blind customers from the public transport operator;% @ guide/30-universal_access/306-vehicles.src: lines 217-219: code points 1-0
\item Electronic visual displays and audible announcements of the next stop are helpful, including audible warnings when doors open or close at trunk line stations. Signs in raised letters assist blind persons to identify priority seating for customers with disabilities;% @ guide/30-universal_access/306-vehicles.src: lines 219-222: code points 1-0
\item Taking advantage of advances in smartphones and other electronic location systems will make the BRT more accessible.% @ guide/30-universal_access/306-vehicles.src: lines 222-223: code points 1-20
\end{itemize}
% @ guide/30-universal_access/306-vehicles.src: lines 217-223: code points 1-20

\subsection{4}{Vehicle Access}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:vehicle-access}
% @ guide/30-universal_access/306-vehicles.src: lines 225-369: code points 1-7

\subsubsection{1}{First Step and Handrails}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:vehicle-access:subSubSection:first-step-and-handrails}
% @ guide/30-universal_access/306-vehicles.src: lines 227-250: code points 1-112

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/63ed9f96a0d1f1e35f27347902cec4e0a9020494.jpeg}
		\fignote{61}{A low first step makes boarding easier. The man is stepping into the vehicle without lifting his body or bending his knee. Once within the stairwell, he is then better able to use his upper body strength to mount the remaining stairs.\label{chapter:universal-access:figure:a-low-first-step-makes-boarding-easier-the-man-is-stepping-into-the-vehicle-without-lifting-his-body-or-bending-his-knee-once-within-the-stairwell-he-is-then-better-able-to-use-his-upper-body-strength-to-mount-the-remaining-stairs}}{TRL Ltd.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/a7f0089b53a137571f8644e5687a0dbe2e31f181.png}
		\fignote{62}{An ideal combination of raised vehicle stop, low first step, and proper vehicle alignment. (Each mark on the rulers equals 50 millimeters.)\label{chapter:universal-access:figure:an-ideal-combination-of-raised-vehicle-stop-low-first-step-and-proper-vehicle-alignment-each-mark-on-the-rulers-equals-50-millimeters}}{Tom Rickert\slash{}AEI.}
	}
\fi

There is no combination of features that increases accessibility more than:\par
% @ guide/30-universal_access/306-vehicles.src: lines 236-237: code points 1-0

\begin{itemize}
\item Reducing both the vertical and horizontal distance between the station and the first step on the vehicle;% @ guide/30-universal_access/306-vehicles.src: lines 237-239: code points 1-0
\item Providing handrails parallel to the steps on \emphasis{both} sides of the entrance and exit doors.% @ guide/30-universal_access/306-vehicles.src: lines 239-239: code points 1-95
\end{itemize}
% @ guide/30-universal_access/306-vehicles.src: lines 237-239: code points 1-95

Research suggests that the combined horizontal and vertical distance to the first step of a vehicle should preferably not exceed 200 millimeters and definitely not exceed 300 millimeters (Department for Transport 2004). Handrails mitigate the problem of a high first step, even on older vehicles, by enabling frail or semi-ambulatory customers to better use their upper body strength.\par
% @ guide/30-universal_access/306-vehicles.src: lines 241-244: code points 1-75

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/7209f56d7f8e0e4e97ba285793326794df460a59.png}
		\fignote{63}{The handrail shown is for the center of a two-stream entrance. Handrails at the sides of entrances should have the sloping rail and the vertical rail near the outside of the vehicle. The vertical rail should extend to within 200 millimeters of the first step. Handrail centerlines should be 50 millimeters from bulkheads or doors. On a low-floor vehicle, there should be a vertical rail near the outside of the vehicle, plus a horizontal rail 800 to 900 millimeters above floor level.\label{chapter:universal-access:figure:the-handrail-shown-is-for-the-center-of-a-two-stream-entrance-handrails-at-the-sides-of-entrances-should-have-the-sloping-rail-and-the-vertical-rail-near-the-outside-of-the-vehicle-the-vertical-rail-should-extend-to-within-200-millimeters-of-the-first-step-handrail-centerlines-should-be-50-millimeters-from-bulkheads-or-doors-on-a-low-floor-vehicle-there-should-be-a-vertical-rail-near-the-outside-of-the-vehicle-plus-a-horizontal-rail-800-to-900-millimeters-above-floor-level}}{DPTAC.}
	}
\fi

\subsubsection{2}{Kneeler and Flip-Out Step}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:vehicle-access:subSubSection:kneeler-and-flip-out-step}
% @ guide/30-universal_access/306-vehicles.src: lines 252-261: code points 1-15

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/eaa141c08dc80f0787d0c31786faf1df0f67c638.jpeg}
		\fignote{64}{In Nagoya, Japan, a feeder vehicle, equipped with a flip-out lower step.\label{chapter:universal-access:figure:in-nagoya-japan-a-feeder-vehicle-equipped-with-a-flip-out-lower-step}}{Lloyd Wright.}
	}
\fi

Techniques to decrease the distance of the first step include “kneelers” and flip-out steps. A kneeler feature lowers the vehicle height of the vehicle by approximately 10 centimeters. A flip-out step effectively adds another step to the vehicle stairwell. Both facilitate more rapid boarding by all customers by lessening the height of the first step. They are especially useful when the vehicle cannot pull all the way to the curb, and customers must board from the street. They do \emphasis{not} make the vehicle accessible to people in wheelchairs.\par
% @ guide/30-universal_access/306-vehicles.src: lines 256-261: code points 1-15

\subsubsection{3}{On-board Ramps and Lifts}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:vehicle-access:subSubSection:on-board-ramps-and-lifts}
% @ guide/30-universal_access/306-vehicles.src: lines 263-329: code points 1-9

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/186f0ddb5f5e354e59ddb89180b07d3a471a4df8.jpeg}
		\fignote{65}{A manually operated ramp extended from the vehicle provides access for wheelchair users.\label{chapter:universal-access:figure:a-manually-operated-ramp-extended-from-the-vehicle-provides-access-for-wheelchair-users}}{City of Seoul.}
	}
\fi

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/bb217447baa5e32f3fa9fe88b2d6ff7cdba55145.jpeg}
		\fignote{66}{A special lift allows access for a wheelchair patron to a high-floor feeder vehicle in Bogotá.\label{chapter:universal-access:figure:a-special-lift-allows-access-for-a-wheelchair-patron-to-a-high-floor-feeder-vehicle-in-bogot}}{TransMilenio SA.}
	}
\fi

Ramps and lifts make a vehicle fully accessible to wheelchair users and others who require a level-change device. There are two typical types: flip-out and telescoping. Both require fairly consistent distances between the vehicle and stop or station. While they may have a reputation of slowing boarding and alighting, adhering to the following mitigates this.\par
% @ guide/30-universal_access/306-vehicles.src: lines 271-274: code points 1-41

\begin{itemize}
\item Locate at or under the front entrance of the vehicle, under direct supervision of the vehicle driver, without requiring the driver to leave his\slash{}her seat;% @ guide/30-universal_access/306-vehicles.src: lines 276-278: code points 1-0
\item Locate near the securement area;% @ guide/30-universal_access/306-vehicles.src: lines 278-279: code points 1-0
\item Designate boarding locations at the station or stop;% @ guide/30-universal_access/306-vehicles.src: lines 279-280: code points 1-0
\item Utilize safety features, such as hand grasps and edges or railings, to prevent wheelchairs from sliding off ramps or to keep them safely positioned on lifts while being raised to the vehicle floor, or lowered to the station. Such features should meet or exceed local requirements.% @ guide/30-universal_access/306-vehicles.src: lines 280-282: code points 1-82
\end{itemize}
% @ guide/30-universal_access/306-vehicles.src: lines 276-282: code points 1-82

\tabletitle{5}{Various Ramp Dimensions (MacDonald 2006, p. 14)}
\label{chapter:universal-access:table:various-ramp-dimensions-macdonald-2006-p-14}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=13\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\cr
	\color{gray75}\bfseries Element& \color{gray75}\bfseries Minimum& \color{gray75}\bfseries Preferred& \color{gray75}\bfseries Maximum \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}Ramp width&
	\color{gray50}750 mm&
	\color{gray50}800 mm&
	\color{gray50}–\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Typical horizontal extension&
	\color{gray50}–&
	\color{gray50}–&
	\color{gray50}1200 mm\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Vertical rise&
	\color{gray50}–&
	\color{gray50}–&
	\color{gray50}300 mm\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Vertical rise between telescoping sections&
	\color{gray50}–&
	\color{gray50}0 mm&
	\color{gray50}6 mm\cr
	\noalign{\vskip 2mm 
}	\color{gray50}Lip at bottom of ramp&
	\color{gray50}–&
	\color{gray50}0 mm&
	\color{gray50}15 mm\cr
	\noalign{\vskip 2mm 
}}
% @ guide/30-universal_access/306-vehicles.src: lines 284-315: code points 1-9

\tabletitle{6}{Various combinations of ramp slopes and vehicle floor heights. Table modified from ADAAG.}
\label{chapter:universal-access:table:various-combinations-of-ramp-slopes-and-vehicle-floor-heights-table-modified-from-adaag}
\halign to 30\tablemodule{%
	\vtop{\sffamily\footnotesize\noindent\hsize=5\tablemodule#}\hbox to 0.5\tablemodule{}&
	\hbox to 0.5\tablemodule{}\vtop{\sffamily\footnotesize\noindent\hsize=24\tablemodule#}\cr
	\color{gray75}\bfseries Slope& \color{gray75}\bfseries Maximum Height to Vehicle Floor above 150 millimeter Curb \cr
	\noalign{\vskip 1mm} \hline \noalign{\vskip 2mm} 
	\color{gray50}1:4&
	\color{gray50}75 mm\cr
	\noalign{\vskip 2mm 
}	\color{gray50}1:6&
	\color{gray50}150 mm\cr
	\noalign{\vskip 2mm 
}	\color{gray50}1:8&
	\color{gray50}225 mm\cr
	\noalign{\vskip 2mm 
}}
% @ guide/30-universal_access/306-vehicles.src: lines 316-329: code points 1-9

\subsubsection{4}{Stations}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:vehicle-access:subSubSection:stations}
% @ guide/30-universal_access/306-vehicles.src: lines 331-369: code points 1-7

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/891b491f454a7e9e8ece1a5343d2a64d0fdbb65b.png}
		\fignote{67}{Universal design features of bus stops.\label{chapter:universal-access:figure:universal-design-features-of-bus-stops}}{Adapted by TRL from Oxley, 2002.}
	}
\fi

Access by most seniors and customers with disabilities to complementary and feeder buses (even when inclusive design features are not yet phased in) can be greatly enhanced by systematically upgrading stations, beginning with those stations that are most used by all customers. Good station design can enable customers to more easily board vehicles, even when entrances are poorly designed. Good station design also enables the stations to become accessible to wheelchair users when lift- or ramp-equipped vehicles begin service.\par
% @ guide/30-universal_access/306-vehicles.src: lines 336-341: code points 1-23

Shelters and waiting areas benefit all customers, and especially assist seniors and those with disabilities. They provide protection from sun, rain, wind, and windblown particles. Illuminated shelters provide additional security at night, especially for women.\par
% @ guide/30-universal_access/306-vehicles.src: lines 343-345: code points 1-40

Stations can extend across a parking lane to the edge of the traffic lane. These “bus bulbs” or “boarders” can extend across a parking lane to the edge of the 2-meter curb extension, for example, allows the vehicle driver to get the vehicle close to and parallel to the curb so that the vehicle does not need to overhang the sidewalk. This in turn permits the station to be raised still further (e.g., 200 to 250 millimeters) to give better access to the first step of the vehicle.\par
% @ guide/30-universal_access/306-vehicles.src: lines 347-351: code points 1-55

\beginbox{1}{Key Features}
\label{chapter:universal-access:box:key-features}
Figure 30.63 below illustrates key features, including a flat hard surface, minimum dimensions, a clear area for boarding, and a curb height, which reduce the distance to the first step of a vehicle if bus drivers are trained and monitored to properly station the bus adjacent to the stop and steps are taken to ensure that other vehicles do not park in the stop. An ischiatic support is shown, which substitutes for seats in low-cost installations. If adequate space for a shelter is lacking, the shelter can be placed at the rear of the sidewalk, for example, against the side of a building. The use of a beveled curb at bus stops may enable drivers to position their vehicles closer to the curb, as discussed in Section 30.5.\par
% @ guide/30-universal_access/306-vehicles.src: lines 355-369: code points 1-0

\endbox
% @ guide/30-universal_access/306-vehicles.src: lines 353-369: code points 1-7

\subsection{5}{Deployment}
\label{volume:integration:chapter:universal-access:section:vehicles:subSection:deployment}
% @ guide/30-universal_access/306-vehicles.src: lines 371-390: code points 1-60

BRT systems are often faced with the questions of how to prioritize accessibility—that is, where to use accessible vehicles first.\par
% @ guide/30-universal_access/306-vehicles.src: lines 373-374: code points 1-30

\highlight{Option 1: Deploy a few lift- or ramp-equipped vehicles on many or all lines.}\par
% @ guide/30-universal_access/306-vehicles.src: lines 376-376: code points 1-89

In theory, a well-managed and reliable vehicle service with strict schedule adherence could serve a significant portion of travel demand by wheelchair users. It may also be more equitable, as opposed to initially concentrating accessible vehicles on one or two lines. The reality, however, is often less than ideal. Because this type of system must maintain a certain operational rigor, there are many opportunities for it to be unreliable. At best, this system should be reserved for temporary use.\par
% @ guide/30-universal_access/306-vehicles.src: lines 378-382: code points 1-83

\highlight{Option 2: Phase in lift- or ramp-equipped vehicles on one line at a time, with all equipment accessible.}\par
% @ guide/30-universal_access/306-vehicles.src: lines 384-384: code points 1-117

Focus on one line at a time during a transition to a fully accessible fleet. This increases the confidence of wheelchair users that they will not be subject to long delays, thus helping to market accessibility features. Public transport agencies may then focus on the line’s stops, stations, and surrounding infrastructure as well. Ideally, the most heavily travelled lines, or lines serving major trip generators such as universities, shopping, and residential centers, would be converted first.\par
% @ guide/30-universal_access/306-vehicles.src: lines 386-390: code points 1-60

\section{7}{Driver and Staff Training}
\label{volume:integration:chapter:universal-access:section:driver-and-staff-training}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 1-80: code points 1-91

\quotation{The one thing that unites all human beings, regardless of age, gender, religion, economic status, or ethnic background, is that, deep down inside, we all believe that we are above-average drivers.}{Dave Barry, author and columnist, 1947–}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 3-4: code points 1-41

Accessible design must be supplemented by accessible operation in order to enhance universal access to the system. Drivers and public transport staff need to be aware of any laws and regulations concerning customers with special needs, and should be trained to appropriate competency, depending on their varying tasks, concerning the main categories of physical, sensory, and cognitive disabilities, including hidden disabilities. They should understand the appropriate vocabulary to use concerning customers with disabilities. Staff in contact with the public should learn basic skills for communicating with wheelchair users, customers who are deaf or hard-of-hearing, blind customers or those with low vision, and cognitively impaired customers.\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 6-12: code points 1-110

\subsection{1}{Trunk-Line Driver Training}
\label{volume:integration:chapter:universal-access:section:driver-and-staff-training:subSection:trunk-line-driver-training}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 14-36: code points 1-56

Trunk-line drivers need training:\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 16-17: code points 1-0

\begin{itemize}
\item To be alert to the needs of customers who are boarding or alighting;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 17-18: code points 1-0
\item To pay special attention to ensure that wheelchair users, blind persons, and others with special needs are safely on board and properly secured, seated, or braced prior to moving the vehicle;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 18-20: code points 1-0
\item To avoid sudden starts and stops;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 20-21: code points 1-0
\item To slow down before going around curves;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 21-22: code points 1-0
\item To drive courteously.% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 22-22: code points 1-27
\end{itemize}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 17-22: code points 1-27

A regular monitoring (by uniformed supervisors or by undercover officers) and evaluation process helps to ensure continued accessibility. There should be a system for anonymous customer compliments and complaints (see Figure 30.68).\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 24-26: code points 1-19

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/ad8a771fc40ae52f34fc731da1c86e3a0f74feb4.jpeg}
		\fignote{68}{The feedback instructions on the TransMilenio website.\label{chapter:universal-access:figure:the-feedback-instructions-on-the-transmilenio-website}}{TransMilenio}
	}
\fi

\subsubsection{1}{Vehicle Docking at Stations}
\label{volume:integration:chapter:universal-access:section:driver-and-staff-training:subSection:trunk-line-driver-training:subSubSection:vehicle-docking-at-stations}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 30-36: code points 1-56

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/04bfcf4234374ca866a9565c6370ecdd7a720c15.jpeg}
		\fignote{69}{Training poster highlighting the importance of docking close to the platform.\label{chapter:universal-access:figure:training-poster-highlighting-the-importance-of-docking-close-to-the-platform}}{World Bank.}
	}
\fi

Trunk-line drivers require special training to dock their vehicles within a prescribed distance from the station platform. Periodic retraining is beneficial.\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 35-36: code points 1-56

\subsection{2}{Non-Trunk-Line Driver Training}
\label{volume:integration:chapter:universal-access:section:driver-and-staff-training:subSection:non-trunk-line-driver-training}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 38-52: code points 1-79

Drivers on non-trunk-line routes should receive the same training as trunk-line drivers and station personnel. Because these drivers have even more contact with their customers, their training should also include:\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 40-42: code points 1-8

\begin{itemize}
\item Operating lifts, ramps, and wheelchair securements;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 44-45: code points 1-0
\item Pulling up to stations so that the first step of the vehicle entrance can be easily accessed by customers;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 45-47: code points 1-0
\item Monitoring movements by wheelchair users to see if help is needed in securing customers;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 47-48: code points 1-0
\item Calling out key stops (and requested stops) to assist blind persons and other customers not familiar with the system. Stops should be announced in time for customers to prepare to alight.% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 48-49: code points 1-86
\end{itemize}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 44-49: code points 1-86

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/1c83b36ed00fc72f98da6d46db88266fac7ffb5f.jpeg}
		\fignote{70}{Delhi Public Transport Corporation poster in Hindi and English alerts vehicle drivers to call out stations.\label{chapter:universal-access:figure:delhi-public-transport-corporation-poster-in-hindi-and-english-alerts-vehicle-drivers-to-call-out-stations}}{Svayam, New Delhi, and the World Bank.}
	}
\fi

\subsection{3}{Staff Training}
\label{volume:integration:chapter:universal-access:section:driver-and-staff-training:subSection:staff-training}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 54-74: code points 1-22

\ifxetex
	% disabled for now
\else
	{  % group required to avoid fignote settings escaping
		\img{\hsize}{integration/assets/10d8e165e4089f6830a83990e68af2ee73db9f67.jpeg}
		\fignote{71}{Public transport agencies around the world include disability awareness in their training modules.\label{chapter:universal-access:figure:public-transport-agencies-around-the-world-include-disability-awareness-in-their-training-modules}}{San Francisco Municipal Transportation Agency.}
	}
\fi

Station attendants, fare personnel, and security personnel have special responsibilities in a BRT system and should be cross-trained concerning their treatment of customers with disabilities. Orientation to the needs of disabled customers should be part of such training. Ideally, such training would include boarding a vehicle in a wheelchair and navigating a station with a blindfold. Top management should set an example for others by also participating in such training.\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 59-63: code points 1-61

Station personnel should be trained to:\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 65-65: code points 1-39

\begin{itemize}
\item Avoid the extremes of “protecting” or “ignoring” disabled persons;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 67-68: code points 1-0
\item Ask if help is needed before offering assistance;% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 68-69: code points 1-0
\item Be alert for wheelchair users and older persons who may have difficulty crossing the station-to-vehicle gap.% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 69-70: code points 1-4
\end{itemize}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 67-70: code points 1-4

Just as it is beneficial to employ staff with a wide range of language skills, having personnel who know sign language in terminals and at major transfer points would be a boon to those deaf customers who use sign language.\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 72-74: code points 1-22

\subsection{4}{Emergencies}
\label{volume:integration:chapter:universal-access:section:driver-and-staff-training:subSection:emergencies}
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 76-80: code points 1-91

Transport providers need emergency plans in place to deal with earthquakes, floods, storms, fires, and other emergencies. The evacuation of customers, including persons with disabilities, \emphasis{from} a vehicle in an emergency, or \emphasis{by} a vehicle from a disaster area, should be a part of such planning.\par
% @ guide/30-universal_access/307-driver-and-staff-training.src: lines 78-80: code points 1-91

\section{8}{Orientation, Information, and Evaluation}
\label{volume:integration:chapter:universal-access:section:orientation-information-and-evaluation}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 3-73: code points 1-25

\quotation{Knowledge is power. Information is liberating. Education is the premise of progress, in every society, in every family.}{Kofi Annan, former secretary-general of the United Nations, 1938–}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 5-6: code points 1-67

For information on customer communications, see Chapter 10: Public Participation; this section details elements specific to accessibility to information.\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 8-9: code points 1-50

\subsection{1}{Orientation}
\label{volume:integration:chapter:universal-access:section:orientation-information-and-evaluation:subSection:orientation}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 11-29: code points 1-28

Opening day on an accessible BRT system may be the first time some customers with special needs have been on a public transport vehicle. Orientation may be needed for such persons (\emphasis{Public Transport Access Training Toolkit}, World Bank, 2009). During the orientation there are a couple of methods to consider that wheelchair users might use to cross the platform-to-vehicle gap:\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 13-16: code points 1-69

\begin{itemize}
\item Some wheelchair users will back over the gap so that the typically larger back wheels cross first, making it easier for the smaller front wheels to cross.% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 18-20: code points 1-0
\item Others may find it convenient to have a station assistant or friend assist by pushing their chair across the gap while pressing down on the back of the chair to reduce pressure on the smaller front wheels while they cross the gap.% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 20-22: code points 1-25
\end{itemize}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 18-22: code points 1-25

Blind persons also benefit from the opportunity to familiarize themselves with vehicles and public transport stations before using them for the first time in revenue service. See the \emphasis{Public Transport Access Training Toolkit} (World Bank, 2009) for methods to familiarize the general public, public transport staff, and persons with disabilities in the use of public transport systems by persons with limited mobility. Additionally, travel orientation opportunities provide a chance to generate favorable media attention prior to initiating service.\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 24-29: code points 1-28

\subsection{2}{Information}
\label{volume:integration:chapter:universal-access:section:orientation-information-and-evaluation:subSection:information}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 31-73: code points 1-25

Marketing and public information requirements for those with special needs should be available in alternative formats. Focus groups or advisory committees can advise.\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 33-34: code points 1-56

\begin{itemize}
\item Large-print brochures;% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 36-37: code points 1-0
\item Timetables and maps in Braille;% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 37-38: code points 1-0
\item Tactile maps of routes and stations;% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 38-39: code points 1-0
\item Accessible website;% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 39-40: code points 1-0
\item Text phones;% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 40-41: code points 1-0
\item E-mail and social media;% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 41-42: code points 1-0
\item Accessible smartphone apps.% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 42-42: code points 1-33
\end{itemize}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 36-42: code points 1-33

\subsubsection{1}{Telephone Center}
\label{volume:integration:chapter:universal-access:section:orientation-information-and-evaluation:subSection:information:subSubSection:telephone-center}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 44-52: code points 1-29

Any large public transport system needs a contact telephone number for complaints and compliments. Phone numbers should be displayed on vehicles and in stations, as well as included in brochures or other public information. Persons who are deaf or hard of hearing need to be able to text the public transport agency. Complaint and compliment data should be directed to the different stakeholders in the system, including persons with disabilities serving on advisory committees. Such transparency can increase confidence and improve the working relationship between the public transport operator and agencies representing customers with special needs.\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 46-52: code points 1-29

\subsubsection{2}{Service Center}
\label{volume:integration:chapter:universal-access:section:orientation-information-and-evaluation:subSection:information:subSubSection:service-center}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 54-56: code points 1-96

A centrally located office may be provided for customer service, accessible to wheelchair users.\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 56-56: code points 1-96

\subsubsection{3}{Website, Social Media}
\label{volume:integration:chapter:universal-access:section:orientation-information-and-evaluation:subSection:information:subSubSection:website-social-media}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 58-63: code points 1-98

An accessible website should be provided, with large, high-contrast text and software that can be used by persons with different types of disabilities. Photos and animations that interfere with navigating the site should be replaced by text explanations (World Wide Web Consortium 2016). Increasingly, public transport operators are able to communicate service announcements in real time using social media.\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 60-63: code points 1-98

\subsubsection{4}{Public Education}
\label{volume:integration:chapter:universal-access:section:orientation-information-and-evaluation:subSection:information:subSubSection:public-education}
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 65-73: code points 1-25

A public education program is often helpful to orient the public to the principles of independent living. The public needs to learn that disabled persons are usually not accompanied by attendants. The public also needs to be educated to yield priority seats and wheelchair-securement areas. Public education can include messages included in the electronic signage in stations and vehicles; TV and radio announcements; and flyers distributed to customers, supplemented by well-publicized events involving persons with disabilities and local officials. Sample public service announcements are found in Section 4 of the \emphasis{Public Transport Access Training Toolkit}.\par
% @ guide/30-universal_access/308-orientation,-information,-and-evaluation.src: lines 67-73: code points 1-25

\section{9}{BRT Accessibility Check List}
\label{volume:integration:chapter:universal-access:section:brt-accessibility-check-list}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 1-107: code points 1-80

\begin{enumerate}
\item {Pre-design consultation\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 3-4: code points 10-0

\begin{enumerate}
\item Advisory committee of disabled persons and seniors% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 4-5: code points 1-0
\item Focus groups of disabled persons and seniors% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 5-6: code points 1-0
\item Tours during construction% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 6-6: code points 1-33
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 4-6: code points 1-33

}
\item {Public space elements (within 400 meters of station)\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 7-8: code points 10-0

\begin{enumerate}
\item Sidewalks and walkways along main pedestrian network at least 2.5 meters wide% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 8-9: code points 1-0
\item Sidewalks and walkways along secondary pedestrian network at least 2 meters wide% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 9-10: code points 1-0
\item All other sidewalks and walkways at least 1.5 meters wide% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 10-11: code points 1-0
\item Clearance at obstructions at least 0.9 meters% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 11-12: code points 1-0
\item Overhead clearance at all walkways and sidewalks 2 meters high% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 12-13: code points 1-0
\item Walkways paved, level, nonskid, and drained% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 13-14: code points 1-0
\item Side slope not greater than 1 to 2 percent, lighting OK% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 14-15: code points 1-0
\item Tactile guideway design and use OK (guideways may not be required)% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 15-16: code points 1-0
\item Tactile warnings where required (e.g., at curb ramps, unguarded platform edges)% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 16-17: code points 1-0
\item Full-width curb ramps at all pedestrian crossings with gradient from horizontal not more than 1:12 (8 percent) and with smooth public transportation to street and\slash{}or continuous sidewalks (raised crossings) planned% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 17-20: code points 1-0
\item Other ramps with gradients appropriate to length% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 20-21: code points 1-0
\item Traffic signals pedestrian-friendly% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 21-22: code points 1-0
\item Audible signals where appropriate at crossings% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 22-23: code points 1-0
\item Pedestrian bridges or tunnels include access features to assist disabled persons% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 23-24: code points 1-0
\item Long-term planning process in place for phasing in accessible footways to BRT stations and to complementary service and feeder bus stops% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 24-25: code points 1-42
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 8-25: code points 1-42

}
\item {Fare collection\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 26-27: code points 10-0

\begin{enumerate}
\item Have the needs of disabled customers been taken into consideration in weighing the relative merits of different fare structures?% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 27-29: code points 1-0
\item Fare cards user-friendly% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 29-30: code points 1-0
\item Fare card vending sites accessible to disabled persons% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 30-30: code points 1-62
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 27-30: code points 1-62

}
\item {Access at trunk-line stations\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 31-32: code points 10-0

\begin{enumerate}
\item All stations served by trained station assistants and\slash{}or security personnel% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 32-33: code points 1-0
\item Stations display uniform design understandable by new users% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 33-34: code points 1-0
\item Ramps to stations not greater than 1:12 (8 percent) gradient% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 34-35: code points 1-0
\item Long stations have exits at both ends where possible% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 35-36: code points 1-0
\item One fare gate at least 900 mm wide% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 36-37: code points 1-0
\item Folding seats or benches, and ischiatic supports, if waiting times exceed five minutes% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 37-38: code points 1-0
\item Stations have sliding doors that automatically open with vehicle doors% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 38-39: code points 1-0
\item Adequate lighting% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 39-40: code points 1-0
\item Adequate color contrast% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 40-41: code points 1-0
\item Uniform signage, with icons and color coding to assist disabled or new users% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 41-42: code points 1-0
\item Audible warning at sliding doors% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 42-43: code points 1-0
\item Public transport information in audible and visual formats, tactile format if desired by blind advisers% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 43-45: code points 1-0
\item Elevators planned where needed% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 45-46: code points 1-0
\item Transfer terminals have clear information% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 46-47: code points 1-0
\item Accessible routes planned to connect stations and terminals with other transport modes (pedestrian paths, bicycle paths, intercity vehicles, etc.)% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 47-48: code points 1-47
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 32-48: code points 1-47

}
\item {Platform-to-vehicle floor gap\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 49-50: code points 10-0

\begin{enumerate}
\item Gap eliminated by boarding bridges lowered from all doors of vehicle for all customers% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 50-51: code points 1-0
\item Stations and busways designed so that a horizontal gap of 10 centimeters at the front door of the vehicle is achievable in regular service (preferred gap is 7.5 centimeters)% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 51-53: code points 1-0
\item Stations and busways designed so that station platform is not more than 1 to 2 centimeters below the vehicle floor% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 53-55: code points 1-0
\item Station door designated for disabled users at front entrance of vehicle% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 55-56: code points 1-0
\item Station assistants trained to assist wheelchair users, others with disabilities% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 56-57: code points 1-0
\item Drivers trained to approach platforms with vehicle parallel to platform edge% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 57-58: code points 1-0
\item Vehicle design and platform design coordinated to eliminate vertical gaps and minimize horizontal gaps% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 58-60: code points 1-0
\item Gap mitigated by use of alignment markers on vehicles and stations, beveled curbs, precision docking, and\slash{}or gap fillers% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 60-61: code points 1-18
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 50-61: code points 1-18

}
\item {Access at complementary service and feeder-line stops\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 62-63: code points 10-0

\begin{enumerate}
\item High-use bus stops prioritized for accessibility features% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 63-64: code points 1-0
\item Enforcement planned to keep stations free of other vehicles% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 64-65: code points 1-0
\item Shelters and waiting areas meet accessibility criteria% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 65-66: code points 1-0
\item All-weather concrete pads where no pavement exists% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 66-66: code points 1-58
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 63-66: code points 1-58

}
\item {Specifying access for trunk-line vehicles and complementary service and feeder line buses\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 67-68: code points 10-0

\begin{enumerate}
\item Seamless integration of accessible station and vehicle design and operational features% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 68-69: code points 1-0
\item Full spectrum of access features included in specifications for trunk-line and complementary service vehicles, and feeder vehicles where applicable% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 69-70: code points 1-46
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 68-70: code points 1-46

}
\item {Signage and announcements\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 71-72: code points 10-0

\begin{enumerate}
\item Exterior signage meets or exceeds size and color specifications% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 72-73: code points 1-0
\item Interior signage and announcements meet needs of visually impaired and hearing impaired customers% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 73-73: code points 1-105
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 72-73: code points 1-105

}
\item {Vehicle entrances and interior design\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 74-75: code points 10-0

\begin{enumerate}
\item Accessible travel paths checked on any vehicles with doors on both sides% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 75-76: code points 1-0
\item If low-floor vehicles used, meet access standards% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 76-77: code points 1-0
\item First step of new complementary service vehicles not more than 25 centimeters above ground level% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 77-78: code points 1-0
\item Hand grasps on both sides of entrances and exits and meet specifications% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 78-79: code points 1-0
\item All turnstiles removed from complementary service and feeder vehicles% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 79-80: code points 1-0
\item Consideration given to including a kneeler feature on feeder-line buses where appropriate% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 80-81: code points 1-0
\item Flooring is nonskid% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 81-82: code points 1-0
\item Adequate (plentiful) use of vertical stanchions and handholds painted in bright yellow or other contrasting color% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 82-84: code points 1-0
\item Seating meets standards to keep customers from sliding% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 84-85: code points 1-0
\item Prioritized seats for seniors, persons with disabilities% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 85-86: code points 1-0
\item Visual and audible stop-request signals if vehicles used outside trunk lines% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 86-87: code points 1-0
\item Wheelchair securements meet stated norms% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 87-88: code points 1-0
\item Have special circumstances (e.g., steep hills) been taken into consideration in specifying wheelchair securement methods and equipment?% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 88-89: code points 1-33
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 75-89: code points 1-33

}
\item {Feeder-line vehicle deployment and wheelchair access\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 90-91: code points 10-0

\begin{enumerate}
\item Deployment of accessible vehicles on prioritized lines with integrated phase-in of pedestrian access to prioritized stations% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 91-93: code points 1-0
\item Wheelchair user access provided or to be phased in by combination of raised stations, low-floor vehicles, and wheelchair ramps% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 93-94: code points 1-30
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 91-94: code points 1-30

}
\item {Public information\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 95-96: code points 10-0

\begin{enumerate}
\item Public information will be available in alternative formats% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 96-97: code points 1-0
\item Phone and text numbers for complaints and commendations% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 97-98: code points 1-0
\item Accessible service center% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 98-99: code points 1-0
\item Messages on electronic announcements in stations and on vehicles% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 99-100: code points 1-0
\item Accessible website and social media% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 100-101: code points 1-0
\item Public education campaign% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 101-101: code points 1-33
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 96-101: code points 1-33

}
\item {Training\par
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 102-103: code points 10-0

\begin{enumerate}
\item Driver training to include courteous and appropriate treatment of seniors and disabled customers, as well as smooth operation (avoiding abrupt starts and stops, slowing down before turns, and minimizing vehicle-to-platform gap at BRT stations)% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 103-106: code points 1-0
\item Consideration given to provision of orientation to new disabled users% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 106-107: code points 1-0
\item Training for emergencies includes policies regarding disabled customers% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 107-107: code points 1-79
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 103-107: code points 1-79

}
\end{enumerate}
% @ guide/30-universal_access/309-brt-accessibility-check-list.src: lines 3-107: code points 1-80

\section{10}{Bibliography}
\label{volume:integration:chapter:universal-access:section:bibliography}
% @ guide/30-universal_access/bibliography.src: lines 3-78: code points 1-96

ADAAG, 2011. ADA accessibility guidelines for transportation vehicles. Washington, D.C.: United States Access Board (http:\slash{}\slash{}www.access-board.gov\slash{}index.php). Bentzen, B. and Barlow, J., 2011. Accessible Design for the Blind. [online] Available at: <http:\slash{}\slash{}www.access-board.gov\slash{}index.php.>\par
% @ guide/30-universal_access/bibliography.src: lines 5-6: code points 1-133

COST BHL, 2011. \emphasis{Buses with high level of service}. [online]\emphasis{ }Available at: <http:\slash{}\slash{}www.uitp.org\slash{}content\slash{}bhls-buses-high-level-service.>\par
% @ guide/30-universal_access/bibliography.src: lines 8-8: code points 1-140

Department for Transport (DfT), 2004. \emphasis{Significant steps}. London: Department for Transport of the UK (http:\slash{}\slash{}assets.dft.gov.uk\slash{}publications\slash{}rvar-significant-steps\slash{}significant-steps-research.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 10-11: code points 1-97

Disabled Persons Transport Advisory Committee (DPTAC), 2011. [online]\emphasis{ }Available at: <http:\slash{}\slash{}dptac.independent.gov.uk\slash{}pubs\slash{}index.htm.>\par
% @ guide/30-universal_access/bibliography.src: lines 13-13: code points 1-138

ECMT\slash{}UITP (European Conference of Ministers of Transport and Intl. Assn. of Public Transport), 2004. \emphasis{Improving access to public transport}. Paris: International Transport Forum (http:\slash{}\slash{}internationaltransportforum.org\slash{}pub\slash{}pdf\slash{}04Access.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 15-16: code points 1-139

ECMT\slash{}UITP (European Conference of Ministers of Transport and Intl. Assn. of Public Transport), 2006.\emphasis{ Improving access to public transport: Guidelines for transport personnel}. Paris: International Transport Forum (http:\slash{}\slash{}internationaltransportforum.org\slash{}pub\slash{}pdf\slash{}04Access.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 18-20: code points 1-68

Frye, A., 2009. \emphasis{Cognitive impairment, mental health, and transport: Design with everyone in mind} Paris: International Transport Forum (http:\slash{}\slash{}www.internationaltransportforum.org\slash{}IntOrg\slash{}ecmt\slash{}pubpdf\slash{}06TPHguidelines.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 22-23: code points 1-121

Frye, A., and Godlen, S. (2010), \emphasis{Good practice guide}. London: Transport for London (Mediate: Methodology for describing the accessibility of transport in Europe (http:\slash{}\slash{}www.mediate-project.eu\slash{}fileadmin\slash{}Deliverables\slash{}GoodPracticeGuide.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 25-26: code points 1-133

MacDonald, D., 2006. Accessibility of coaches and long distance buses for people with reduced mobility, Brussels: COST 349. In \emphasis{European Transport Conference (ETC)}. (http:\slash{}\slash{}w3.cost.eu\slash{}fileadmin\slash{}domain\_files\slash{}TUD\slash{}Action\_349\slash{}final\_report\slash{}final\_report-349.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 28-29: code points 1-154

Mitchell, C. G. B., 2010. \emphasis{A review of international best practice in accessible public transportation for persons with disabilities}, Kuala Lumpur, Malaysia: United Nations Development Programme (http:\slash{}\slash{}www.undp.org.my\slash{}).\par
% @ guide/30-universal_access/bibliography.src: lines 31-32: code points 1-119

Nelson\textbackslash{}Nygaard Consulting Associates, 2005. \emphasis{Safe routes to public transport: Bus rapid public transport planning guide, pedestrian section, }(http:\slash{}\slash{}www.nelsonnygaard.com\slash{}Documents\slash{}Reports\slash{}Safe\_Routes\_to\_Public transport.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 34-36: code points 1-15

World Wide Web Consortium (W3C), 2016. \emphasis{Web Accessibility Initiative (WAI)}, (http:\slash{}\slash{}www.w3.org\slash{}WAI\slash{}).\par
% @ guide/30-universal_access/bibliography.src: lines 38-38: code points 1-102

Oxley, P., 2002. \emphasis{Inclusive mobility: A guide to best practice on access to pedestrian and transport infrastructure}, London: Dept. for Transport (https:\slash{}\slash{}www.gov.uk\slash{}government\slash{}uploads\slash{}system\slash{}uploads\slash{}attachment\_data\slash{}file\slash{}3695\slash{}inclusive-mobility.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 40-41: code points 1-149

Project ACTON, 2006. \emphasis{Toolkit for the assessment of bus stop accessibility and safety}, (http:\slash{}\slash{}www.projectaction.org\slash{}) Washington, DC, USA: Easter Seals Project Action.\par
% @ guide/30-universal_access/bibliography.src: lines 43-44: code points 1-49

Project ACTION, 2007. \emphasis{Public transport operator’s pocket guide.} Washington, DC, USA: Easter Seals Project ACTION (www.projectaction.org).\par
% @ guide/30-universal_access/bibliography.src: lines 46-47: code points 1-39

Project ACTION, 2009. \emphasis{Accessibility design guide for bus rapid public transport systems: Executive summary}, prepared by TranSystems Corp. Washington, DC, USA: Easter Seals Project ACTION (www.projectaction.org).\par
% @ guide/30-universal_access/bibliography.src: lines 49-50: code points 1-113

Rickert, T., 2003. \emphasis{Making access happen: Promoting and planning transport for all.} San Francisco: Access Exchange International (AEI) (http:\slash{}\slash{}www.independentliving.org\slash{}mobility\slash{}rickert200302.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 52-53: code points 1-98

Rickert, T., 2005. \emphasis{Transport for all: What should we measure?} San Francisco: Access Exchange International (http:\slash{}\slash{}globalride-sf.org\slash{}pdf\slash{}what\_should\_we\_measure.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 55-56: code points 1-58

Rickert, T., 2011. \emphasis{Universal access to bus rapid public transport: Design, operation, and working with the community}. San Francisco: Access Exchange International (http:\slash{}\slash{}www.vtpi.org\slash{}AEI\_BRT.pdf).\par
% @ guide/30-universal_access/bibliography.src: lines 58-59: code points 1-100

TRL Ltd., 2004. Venter, C., Sentinella, J., Rickert, T., Maunder, D., and Venkatesh, A., \emphasis{Enhancing the mobility of disabled people: Guidelines for practitioners}. Wokingham, United Kingdom: TRL Overseas Road Note 21 (http:\slash{}\slash{}www.transport-links.org\slash{}transport\_links\slash{}filearea\slash{}documentstore\slash{}307\_ORN percent2021.pdf)\par
% @ guide/30-universal_access/bibliography.src: lines 61-63: code points 1-108

United Nations, 2010. Proceedings of the United Nations Expert Group Meeting on Accessibility. Washington, DC, USA, June 2010.\par
% @ guide/30-universal_access/bibliography.src: lines 65-66: code points 1-19

Winter, M. and Schneider, D, 2007. \emphasis{Bus rapid public transport and accessibility: A synthesis of current practices in the United States}. Presentation at the 11th International Conference on Mobility and Transport (TRANSED), Montreal, Canada (http:\slash{}\slash{}trid.trb.org\slash{}view.aspx?id=890306).\par
% @ guide/30-universal_access/bibliography.src: lines 68-70: code points 1-70

Rickert, T., 2006. \emphasis{Bus rapid public transport accessibility guidelines. }Washington, DC, USA: World Bank (http:\slash{}\slash{}go.worldbank.org\slash{}MQUMJCL1W1).\par
% @ guide/30-universal_access/bibliography.src: lines 72-73: code points 1-42

Rickert, T., 2009. \emphasis{Public transport access training toolkit}. Washington, DC, USA: World Bank (http:\slash{}\slash{}go.worldbank.org\slash{}MQUMJCL1W1).\par
% @ guide/30-universal_access/bibliography.src: lines 75-75: code points 1-132

Rickert, T., 2010. \emphasis{Technical and operational challenges to inclusive bus rapid public transport: a guide for practitioners}. Washington, DC, USA: World Bank (http:\slash{}\slash{}go.worldbank.org\slash{}MQUMJCL1W1).\par
% @ guide/30-universal_access/bibliography.src: lines 77-78: code points 1-96

